Welcome to This Week on Hagerty Marketplace, a recurring recap of the previous week’s most noteworthy cars and significant sales from the Hagerty Marketplace online auctions.

It was another busy week on Hagerty Marketplace, but this trio of rides—one of the last great Packards, a brown-over-brown Lincoln Continental Mark III, and a delightful example of Volkswagen’s droptop Cabriolet—piqued our curiosity. Let’s explore each offering a bit further.

1956 Packard Four Hundred Hardtop Coupe

Sold for $16,168

By 1954, the once-great Packard car company was forced to merge with Studebaker to survive. Following the merger, Packard sought to redefine itself with bold new models for 1955–56, penned by young designer Richard Teague. The new cars featured full-width grilles, expansive front glass, tri-color paint schemes, and more. The Four Hundred Hardtop Coupe was the company’s ritziest ride but ultimately failed to reverse the firm’s downward trend, selling just 3224 units in 1956.

The example seen here is one of the last aspirational Packards to leave an assembly line. It was the 849th Four Hundred model produced in 1956. Power comes from a 372 cubic-inch V-8 that made 290 horsepower. The two-tone Dover White and Scottish Heather paint still looks fantastic, especially for a car that reportedly was stored for 20 years and saw rare use. Once the new owner handles some necessary prep work, this should be a delightful cruiser for years to come.

1970 Lincoln Continental Mark III

Sold for $8,828

When Ford President Lee Iacocca commissioned Ford’s Advance Design Office to create a two-door personal car for the luxury space in 1965, he wanted to see something resembling the handcrafted Continental Mark II of the 1950s. The resulting luxury coupe, which debuted in 1968 with a long hood, short rear deck, lavish grille, and integrated spare tire was an immediate hit with buyers, immediately outselling the Cadillac Eldorado. By 1970 the Mark III received a handful of upgrades such as new wheel covers, concealed windshield wipers, genuine walnut veneers on the instrument panel, and more.

Seen here is an example of that light update. This brown-over-brown car seems purpose-built for our in-house Lincoln and brown car aficionado, Senior Editor Sajeev Mehta. (We checked and can confirm that he is not, in fact, the new owner of this car—much to his chagrin.) This Mark III shows just 29,097 miles on the clock, meaning there’s lots of life left for this 460 cubic-inch V-8. It, too, sat for around 20 years, so it will need a once-over before it’s ready to waft about once more. Still, from a dollar-per-square-inch, or dollar-per-horsepower standpoint, it’s hard to beat this cruiser for value.

1989 Volkswagen Best Seller Wolfsburg Limited Edition Cabriolet

Sold for $17,758

Filling shoes as big as those left by the Volkswagen Beetle is a tall task, but in 1980, the newly-debuted Volkswagen Rabbit Convertible attempted to do just that. It was an immediate hit, soldiering on for five lovely years before a name change that came from the Golf replacing the Rabbit here in the U.S. The convertible model was henceforth referred to as the Cabriolet.

Following a 1988 facelift, a few trims were offered, but the most sought-after was the Wolfsburg Limited Edition, which was based on the Best Seller trim. Wolfsburg-trimmed Cabbies received special Star Blue Metallic paint, a unique “Helios” blue velour interior, and a dark blue soft top, creating a one-year-only color combo that quickly became collectible.

Looking at this example, listed with 68,852 original miles, it’s not hard to see why these little charmers were so desirable. The 1.8-liter, 90-horsepower inline-four isn’t what we’d call a rocket, but this lithe car didn’t need much power to be enjoyable. Features include a heated glass rear window in the soft top, dual remote control side mirrors, a folding rear seat with trunk access, and more. Though the paint, which is believed to be original, shows a few nicks and signs of patina, we’d reckon there aren’t many more enjoyable ways to take in the summer sun.

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If you had “Cadillac mulling a hypercar” on your 2024 automotive bingo board, kudos to you—we sure didn’t. Speaking with Australian automotive media during a brand briefing event for Cadillac, which launches in the Australian market later this year with the Lyriq EV, General Motors global design chief Michael Simcoe left a few breadcrumbs that, if you squint, may point to a potential high-performance hypercar coming from the luxury brand.

“Could we build a hypercar? Yes,” Simcoe told members of the Australian motoring media, including carsales.com.au, where this report comes from. “Would we like to build one? Yes. Are we building one? That would be giving too much away,” Simcoe said.

The topic, according to carsales.com.au, was addressed after Simcoe, a Melbourne native, was asked about Cadillac’s desired involvement with Formula 1 with Andretti Global—which has hit a roadblock within the soap opera that is F1—and whether involvement in the pinnacle of racing could spur development of such a car. (Recall that the Mercedes-AMG One is essentially the automaker’s current Formula 1 powertrain transplanted into a limited-run, ultra-high-performance road and track car.)

Perhaps more interestingly, Simcoe also reportedly admitted that such a hypercar may yet retain some element of internal combustion, despite the brand’s intention to go all-electric by 2030. “No, [the hypercar] wouldn’t have to be [electric], but it could be,” Simcoe said. “Whether it’s ICE or whether it’s EV, Cadillac is committed to performance.”

Keeping some form of internal combustion as part of the potential powertrain for the hypercar would make sense, as F1’s impending technical overhaul in 2026 will still retain some element of internal combustion for those power units as well.

Our minds went in another direction, however, and we immediately thought of the brand’s GTP cars that race in IMSA. Imagine that bellowing 5.5-liter, race-bred V-8 attached to the rear end of a road car that looked as good as the GTP car. Hey, dreaming is free, right?

It’s all just rumors and speculation for now, but that’s half the fun of it. Let’s cross our collective fingers and hope that Cadillac shocks the world with a hypercar in the near future.

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If you had a blank check and the brief to build “The closest thing to a life-like R/C car that you could,” what would it look like? While the outcomes of such a thought exercise are myriad, I’d bet many of you would end up with something that looks an awful lot like this creation from California-based design firm SV Vintage.

Meet the SV Rover, a purpose-built desert racing truck that pushes the boundaries of what an off-roader can do—so much so that the company is boldly proclaiming it to be the world’s first “Hyper Truck.” The SV Rover is loosely based on the design of a classic Land Rover Defender, but to say the two share anything in common is like saying my 75-lb Golden Retriever is “loosely based on” Mystik Dan, the thoroughbred horse that took home this year’s Kentucky Derby.

This two-seat, rear-midengined monster truck wears carbon-fiber bodywork that shrouds a fully bespoke, custom-fabricated tube chassis and space frame with all sorts of neat engineering tricks. In fact, in the walk-around video below, founder and CEO Joe Scarbo explains that the original goal for the SV Rover was to build a truck that was compliant with the Trophy Truck regulations for the SCORE international off-road racing series. It just so happened that once the truck’s development phase was complete, the thing could be legally driven on roads—in California, at least.

The SV Rover first debuted at the F.A.T. International ice race in Aspen, Colorado, earlier this year. If the Scarbo Vintage name sounds familiar, recall that the outfit is also responsible for a Corvette-engined mid-60s F1 tribute car, aptly named the SVF1, as well as the bonkers SV RSR 911 restomod race car.

So what all is hiding beneath that bodacious bodywork? The magic really starts with the suspension, arguably the most important system for an off-road vehicle. The SV Rover boasts inboard pushrod suspension at both ends enabling 30 inches of wheel travel at each corner. The ride height is fully adjustable thanks to a four-corner air-ride system that compliments the massive, remote reservoir dampers. The system enables you to optimize ground clearance for rock crawling, where you want as much space as possible between your vehicle and the earth, and for off-road racing, where a lower center of gravity is better suited to desert hijinks.

More than just the damper system, though, the brilliance here is in how the suspension works with the chassis—or rather, as part of the chassis. The front and rear differential carriers are both chassis nodes, meaning that the suspension components bolt into those carriers rather than to other points on the chassis. This technique is common in R/C cars and gives the resulting machine increased wheel travel and articulation—Scarbo cites the Traxxas Revo as a big influence for this design.

Unlike those R/C cars, though, the SV Rover had to make room for actual passengers in the interior. To accommodate the added packaging constraints, the front dampers are positioned ahead of the inboard rocker arms instead of behind them, like you’d see if you popped the bodywork of one of those Traxxas cars.

On the other side of that little passenger compartment, you’ll find the business end of this brute. Scarbo Vintage will build you an SV Rover with your choice of two very distinct powertrains. Your first option is an 1100-hp supercharged V-8 setup with a 65-gallon fuel tank positioned beneath the cabin area. If you’d rather, you can also spec your SV Rover with a 750-kW EV powertrain that draws from a 75-kWh lithium-ion battery pack that, conveniently, sits in that same protected enclosure below the floor. The V-8 will get an 8-speed paddle-shifted automatic transmission, while the EV variant does without a dedicated gearbox. Scarbo says that for the V-8 configuration, the total weight for the SV Rover will still ring in below 4500 lbs, which is pretty impressive.

Both powertrains will propel the SV Rover in two-wheel- or four-wheel-drive, selectable by the driver. The two-speed transfer case is divorced from the transmission and positioned in the front in both configurations, but the choice was made specifically to accommodate the EV drivetrain. The front and rear differentials are selectable locking, depending on your crawling or cruising needs.

Despite all that capability, the interior of the SV Rover looks like a fine place to spend some time. The fully digital cockpit incorporates two screens—a 12.3-inch unit ahead of the driver and a 12.8-inch unit off on the center of the dashboard for multimedia duties. There are even a few comfort amenities such as power-locking doors and windows, and climate control.

So, what will all this goodness run you? Unsurprisingly, it won’t come cheap. Pricing starts at a heady $1.5M, though each vehicle is configured for a specific client, so the final price tag could ring in a bit lower or much higher, depending on what the buyer wants. At least it’s not a lump sum payment, however; Scarbo Vintage says each build will take about 10 months to complete. A deposit of $500,000 is due upon completion of your order, with another $500K due when the rolling chassis is fitted with the suspension and drivetrain components. The remaining balance is due when a client takes possession of their SV Rover.

Be sure to check out the walkaround video below, where Scarbo reveals all sorts of interesting tidbits about what went into building such an audacious machine.

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Toyota is recalling roughly 102,000 Tundras and Lexus LX 600s from the 2022 and 2023 model years for an engine issue that could cause rough running, knocking, or even loss of motive power.

The issue, according to Toyota, stems from machining debris that may not have been properly cleaned out of the engines during the assembly process. If the 3.4-liter V-6 engine still had contaminants from the machining process in it, those little bits of debris would wreak havoc on vital surfaces such as the those of the main bearings. Ultimately, the debris could cause knocking, poor running/misfires, or even total failure.

Importantly, this recall only affects the non-hybrid versions of the Tundra from those model years. If you bought one of the new Tundras and it came equipped with the i-Force Max hybrid powertrain, which pairs the twin-turbo, 3.4-liter V-6 engine and 10-speed automatic transmission with an electric motor integrated into the bell housing of the gearbox, you needn’t worry. (All existing versions of the LX 600 are non-hybrid, so pay extra attention to your mailbox if you own one of those.)

Toyota is working on a fix for the issue, and owners of involved vehicles will be notified by late July of 2024, the automaker says. If you want to find out if your Tundra of LX 600 is involved with this recall before then, head to nhtsa.gov/recalls or toyota.com/recalls and put in your VIN number.

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BMW is giving certain versions of its sixth-generation M3 high-performance sedan extra horsepower, and all versions of the M3 will receive some stylistic tweaks for the 2025 model year.

The M3’s twin-turbo, inline-six S58 engine returns for duty in 2025, though it will be offered in three states of tune now, depending on what sort of driveline you spec. Opt for the “purist” version, which features a six-speed manual and rear-wheel drive exclusively, and you’ll get access to 473 hp and 409 lb-ft of torque. Take it up a notch to the eight-speed automatic-only M3 Competition RWD, and you’ll get 503 hp and 479 lb-ft of torque. Swing for the fences with the M3 Competition with BMW’s xDrive all-wheel-drive system (and the eight-speed auto), and you get 20 extra ponies for 2025, bringing the total to 523 hp. Torque remains the same across both Competition models.

BMW says the engine for the AWD M3 Competition serves as the basis for the mill that powers the brand’s M4 GT3 race car, so if you want a true race-derived powerplant, you’ll have to splash on the grand-daddy car. But the S58 features other motorsport-derived tech, such as a sleeve-free closed-deck crankcase that is extra rigid, and a lightweight forged crankshaft that unlocks extra torque in the motor. The core of the cylinder head is also pretty high-tech, utilizing 3D printing to achieve special routing for the coolant ducts that conventional casting methods couldn’t produce.

The AWD M3 Competition is good for a 3.4-second 0–60 romp, according to BMW, and all M3s come with an electronically limited top speed of 155 mph, though an M Driver’s package can up that figure to 180.

The other updates for the M3 are more form over function, but still noteworthy. A new headlight design consolidated the high and low beams into a single module, and the LED daytime running light signature has been redesigned for a more vertical look. (Those hoping for a new, less beaver-toothed front grille may be disappointed to discover that the M3’s face still sports this polarizing look.)

A new forged alloy wheel design finished in bright silver has been added to the options list, which BMW says gives the car a more sophisticated appearance.

Inside, the 2025 M3 gets the latest version of BMW’s iDrive infotainment system, with a curved display that pairs a 12.3-inch instrument panel ahead of the driver and a 14.9-inch center control screen. The latter can display M-specific content regarding the vehicle’s status.

If tech ain’t your thing, maybe the M3’s new steering wheel is more your speed. The new three-spoke design features a flat bottom rim that retains the red center marker at the 12 o’clock mark. The standard one comes wrapped in leather, though an Alcantara-wrapped version is an option, either standalone or as part of the optional Carbon package.

Production of the 2025 M3 begins at the company’s Munich plant in July of this year. For the manual-equipped, non-comp M3, you’ll be looking at a starting point of $77,175. To step up to the RWD M3 Competition, plan to fork over at least $81,375. The AWD M3 Competition will start at $86,475.

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BMW has introduced a host of updates to the 2025 3 Series sedan, making its stalwart luxury mid-sizer more techy, more stylish, and more efficient. Notably absent from the facelifted 3 Series is the plug-in hybrid 330e, which BMW confirmed will not continue into the 2025 model year.

The current seventh-generation 3 Series accounts for 3 million sales worldwide, so its continued success is critically important to BMW. Judging by the tweaks noted below, we’d say the company’s product planners erred on the side of a light touch, and that makes sense.

Let’s start with some structure: BMW offers the 3 Series in two versions here in North America. The first is the 330i, which utilizes a turbocharged four-cylinder engine. The second is the M340i, the meatier version of this car, which utilizes a twin-turbo inline-six engine. You can get both versions in rear- or all-wheel drive, with the latter equipment asking more of your wallet.

Exterior styling tweaks were light; two new paint colors will be available across the range—Artic Race Blue metallic and Vegas Red metallic. For those seeking more unique hues, BMW’s in-house personalization service, dubbed BMW Individual, will also lather your 3 Series in two additional paint colors: Frozen Pure Gray metallic and Frozen Portimao Blue metallic.

Spring for the M Sport Package, which is optional on 330i models but standard on the M340i, and you’ll get access to a new 19-inch, double-spoke wheel design painted in bi-color or Jet Black finish. BMW Individual offers an additional 19-inch design finished with a bi-color design that will be available across all models—though likely for a pretty penny extra.

The 2025 M340i will get a new version of the B58B30 twin-turbo inline-six engine, which is already used by the current 7 Series, the X7, and a few other vehicles. It features a host of improvements, including dual injection, a new crankcase and cylinder head, an overhauled coolant system, and more.

A 48-volt mild-hybrid system aids the twin-turbo inline-six engine with a little extra juice from a standstill—BMW says 11 hp-worth—to bring total system output to 386 hp and 398 lb.-ft. of torque, up 4 hp and 29 lb.-ft. over the 2024 model. Paired with the eight-speed automatic transmission—the only option here, BMW says that the 2025 M340i can rip to 60 mph from a stop in just 4.4 seconds, or 4.1 seconds if you opt for the all-wheel-drive version.

Meanwhile, the 330i’s single-turbo, inline four-cylinder gets a similar 48V mild-hybrid treatment, though this time there’s no added power gain over the outgoing, non-hybrid four-pot. Power figures for the 2025 330i remain the same as those of the 2022 330i, this generation’s first model year: 255 hp and 295 lb.-ft. of torque. But in addition to the new mild-hybrid componentry, this four-pot does get some updates, including the incorporation of the Miller cycle combustion process. That efficiency-minded combustion cycle is made possible here by redesigned intake ports, combustion chambers, and exhaust gas routing.

Chassis changes are few, though BMW does call out a stiffer mounting area for where the rear dampers connect to the body. The 3 Series’ “comfort” steering mode has also been toned down a bit, with reduced effort meant to ease long-haul jaunts.

The 3 Series’ interior is home to the lion’s share of the updates, with fresh touch points and technology among the list of what’s new. There are two new steering wheel designs, a two-spoke polygonal rim for the 330i, and a flat-bottomed M steering wheel for the M340i or the 330i with the M Sport package (pictured below).

BMW’s latest version of the iDrive infotainment system can be found in the 2025 3 Series, and it features a new home screen and improved menu structure that should reduce the number of sub-menus one has to flip through to get to where you want to go.

New ambient lighting in the cabin features nine selectable colors, and there are a host of lighting animations that will play as you “wake the car up” or “close it down.” Some of the interior trim bits have changed based on spec—you’ll get open-pore wood inserts in the 330i, and aluminum inserts for the M340i. There are also new “galvanic controls” that will give the window switches, door lock buttons, and more a weathered finish like that of galvanized steel.

Production for the 2025 3 Series is slated to begin in August of this year, with U.S. market cars being produced at BMW’s San Luis Potosí plant in Mexico. Pricing is as follows: The RWD 330i starts at $46,675, while the AWD 330i xDrive starts at $48,675. For the meatier M340i, the RWD car begins at $60,775 and the AWD version starts at $62,775.

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Porsche has finally pulled the silk off the much-anticipated hybrid version of its iconic 911 sports car. The arrival of an electrified 911 marks perhaps the most pivotal moment in the nameplate’s 60-plus-year history. Let’s delve into the particulars.

Headlining the 911’s hybridization is the GTS model, long a one-stop-shop for bundling the most driver-centric add-ons within Porsche’s extensive options list into a single package. Porsche’s decision to debut the hybrid system on one of its most capable trims reads as a deliberate effort to reassure enthusiasts that a hybrid 911 would still be an engaging, sporting 911. The GTS will feature an all-new drivetrain, which utilizes a newly developed flat-six engine, a new eight-speed PDK automatic transmission, and new hybrid components.

Let’s start with the hybrid tech, since that’s the biggest news here. A permanently excited synchronous electric motor is integrated into the GTS’ new eight-speed PDK automatic transmission. It draws power from a 1.9-kWh battery, which also supplies juice for some other features we’ll touch on in a second. That electric motor lends an extra 110 lb-ft of torque and 54 hp to the existing twist and thrust of the engine.

GTS models will be available in rear- or all-wheel drive, and will sport a conventional driveshaft and differential setup to power the front wheels rather than a separate electric motor. This is in contrast to the AWD setups of the Corvette E-Ray and outgoing Acura NSX, both of which make use of standalone motors (one for the Corvette, two for the Acura) to motivate the front axles.

Speaking of which, the 2025 911 Carrera GTS features an all-new flat-six engine that displaces 3.6 liters, a 0.6-liter increase relative to the outgoing 911 Carrera GTS brought about by upsized bore (97 mm vs. 91 mm) and stroke (81 mm vs. 76.4 mm) dimensions. Power from the engine alone jumps 5 hp, from 473 hp to 478, though the engine’s torque output remains the same at 420 lb.-ft.

However, the new flat-six isn’t just bigger, it’s more advanced. The engine now utilizes a single, electronically driven turbocharger rather than two conventionally driven turbos like the outgoing GTS. An integrated electric motor placed between the hot and cold sides of the turbo helps build boost quicker and minimize lag. The motor can also function as a generator, lending up to 11 kW of power back to that 1.9-kWh battery from the exhaust gasses.

The sum of these updates is a drivetrain with 532 hp and 449 lb.-ft. of total system output. Perhaps more remarkably, the high-tech system only added 103 lbs to the car’s curb weight. Performance figures are commensurately improved, too. Porsche claims that the 2025 911 Carrera GTS Coupe can run 0–60 mph in just 2.9 seconds—0.3 seconds quicker than the outgoing non-hybrid GTS. Top speed is a whopping 194 mph.

Keen-eyed readers will note that we’ve not yet mentioned a manual transmission. As of now, the hybrid 911 does not offer a row-your-own option. You were able to get a seven-speed manual on the outgoing version of the 911 Carrera GTS, but alas, this tricky new drivetrain tech mandates that a computer handles the shifting duties. Porsche may choose to offer the manual transmission down the road for certain 911 models, perhaps even hybrid ones eventually, but as of now, that option is not on the table.

The 911 Carrera GTS will also feature rear-axle steering as standard—a first for this model—helping increase high-speed stability while also reducing the car’s turning circle in tight areas. Adaptive sport dampers, which lower the car’s ride height by 10 mm relative to base 911 Carreras, will again be fitted as standard.

While not as dramatic an evolution as the hybrid GTS, Porsche also unveiled the 2025 911 Carrera—the “base” 911, if such a thing exists. That model will not feature the hybrid drivetrain. Instead, it will soldier on with a 3.0-liter, twin-turbo flat-six, though the motor also gets some upgrades. A new intercooler, cribbed from the 911 Turbo, now sits between the engine and the rear decklid. New turbos donated from the outgoing 911 Carrera GTS were fitted as well. Output rings in at 388 hp—up nine ponies from the outgoing version—and 331 lb.-ft. of torque. Porsche says the 911 Carrera can rip to 60 mph from a standstill in just 3.9 seconds (3.7 if you spring for the Sport Chrono Package), down 0.1 seconds from the outgoing version. As with the outgoing model, a manual transmission is not an option; it’s PDK or nothing here, too.

Stylistically, the 2025 911 will get a host of aerodynamic enhancements, including some model-specific ones. All the light functions—brights, fog lights, turn signals, etc.—are now integrated into the standard LED Matrix headlights. Because of this, there’s no need for additional fog lights below, which allows for larger cooling openings on the front fascia. For the hybrid Carrera GTS model, the front fascia will feature vertical air flaps that can open or shut depending on airflow demands. Out back, a new rear light bar with P O R S C H E lettering helps accentuate the wide, low stance of the car. Carrera GTS models get a GTS-specific sport exhaust system as standard.

For the first time, the 2025 911 will offer a fully digital instrument cluster, replacing the part-analog and part-digital cluster that came on outgoing cars. The cluster is highly customizable, but the standard five-dial design that’s been a hallmark of 911 interiors for decades is still a mainstay. Flanking the new cluster is another 10.9-inch screen that handles infotainment and phone mirroring duties.

You can have your 2025 Porsche 911 Carrera in Coupe or Cabriolet form, both with rear-wheel drive exclusively. Order books for both are open now, with the 911 Carrera Coupe starting at $122,095 and the 911 Carrera Cabriolet starting at $135,395. Deliveries for these models are expected to begin in the fall.

If you’re ready to make the leap to the hybrid 911 Carrera GTS, the configuration tree grows substantially. You get to choose from Coupe or Cabriolet form, as well as from rear- or all-wheel drive, and there’s even a Targa version of the GTS, offered exclusively with all-wheel-drive. Prices here range from $166,895 for a 911 Carrera GTS Coupe with RWD, up to $187,995 for a 911 Targa 4 GTS. Porsche says deliveries for these hybrid models will begin at the end of the year.

We knew the hybrid 911 was an inevitability. Now that we know a lot more about the particulars of the car and its complex drivetrain, we’re cautiously optimistic that adding an electric motor won’t sully this icon’s shine. Of course, only time behind the wheel will tell us for sure; stay tuned for that story, which will come at a later date.

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Despite the frenzy of battery-electric vehicles hitting the marketplace these days, internal combustion engines still have a future, according to Toyota, Mazda, and Subaru. The three Japanese automakers have announced a collaborative effort to develop a new family of engines that will aid in the push toward carbon neutrality.

The new engines, according to the joint announcement released today by all three automakers, will be “tailored to electrification,” which almost certainly means these will be the backbone of new hybrid systems that each automaker will seek to employ for upcoming products. Key to the new engine’s eco-friendly goals will be the ability to run on various carbon-neutral (CN) fuels such as bio-fuels, synthetic fuels, and liquid hydrogen.

Toyota has been campaigning a hydrogen-powered race car in Japan for a while now, and no doubt the learnings from that program have helped inform this new family of engines that these automakers will be developing.

Interestingly, these new engines won’t all take the same form. The announcement mentioned that each automaker will leverage the development improvements to create signature engines that “not only represent their respective brands but also cater to their customers’ unique needs and preferences.”

Each automaker shared examples of what their signature engines would look like. Subaru brought a flat-four engine paired with a next-generation hybrid system stuffed inside a camouflaged prototype of its Crosstrek. (The hybrid Crosstrek is available in other markets—albeit with an older version of the hybrid system. It’s not currently available in North America.)

Mazda brought along single- and twin-rotor rotary engines. The company currently uses a rotary engine as a range-extender in the MX-30 and the Iconic SP sports car concept, though the engine has no mechanical connection to the wheels. Perhaps in the future, the rotary could once again spin the wheels directly.

Toyota displayed two new inline fours: A 1.5-liter unit, and a larger 2.0-liter unit. There wasn’t much in the way of details for either, except that Toyota said that each motor “achieves both high output and high thermal efficiency.”

In addition to being more efficient and more powerful, the new engines will also be more compact in nature, helping to improve vehicle packaging. “Smaller engines allow for even lower hoods, improving design possibilities and aerodynamic performance while contributing to better fuel efficiency,” said the release. No arguments there. (Seeing a hood line come down instead of climbing would also be a welcome reversal of a somewhat annoying design trend, though we recognize part of that is driven by pedestrian safety laws.)

There’s no word on a timetable for these engines, but we expect more details to trickle out—including what cars will be the first recipients and the markets where these engines will be offered—in the coming months.

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Wheels are like shoes. A good set can make everything else in the ensemble pop, but ugly ones can flush loads of effort elsewhere right down the toilet. Enthusiasts love to make their cars look just so, and because wheels are so interchangeable, they’ve been among the most popular vehicle modifications for decades.

In the modern era, there are a lot of boring wheel designs, a lot of polarizing wheel designs, and then some that make you feel absolutely nothing. But occasionally, designers get the stock wheels so right that there’s no need to look to the aftermarket. Our team got to discussing what OEM (original equipment manufacturer) wheels nail the brief.

We’re not big rules people here, but we did all agree to set a time frame of 2000 to now. We covered some of the more classic designs like Minilites and Fuchs here—that conversation was all about the best wheels to come out in the last quarter century. Below are nine nominations from our staff for the best modern wheel designs. Who got it right? What’d we leave out? Who needs a wellness check based on what they offered up? Let us know in the comments.

Cadillac V-Series 10-Spoke Wheel

First introduced on the previous-generation Cadillac performance sedans, the CTS-V and the ATS-V, this 10-spoke design is fantastic. (The updated version looks nearly as good on the new CT4-V Blackwing, too.) But as cool as they are on a road car, they’re even better on Cadillac’s older, DPi-V.R IMSA race cars. A nice little brand parallel between the road and race cars lends even more credibility to just how gnarly these cars are when you thrash them. These got the vote of managing editor Eddy Eckart, and it’s not hard to see why.

Saab 9-5 Turbo 3-Spoke Wheels

Our executive editor Eric Weiner chimed in with a nod for these Saab wheels. While the now-defunct automaker had a thing for unconventional rollers, this design takes the cake. Although Saab no longer makes cars, we’ll always have an affinity for the company that took much of its design ethos from its “Born from Jets” tagline.

Mercedes-Benz SLR McLaren Fan Blades

Remember how bad wheels can sully a car’s good design? Well, sometimes the opposite is true. Great wheels can lift an otherwise, erm, interesting design. That was just the case for those nominated by editor-at-large Stefan Lombard.

“I love the smoked 15-inch Desert Runner wheels fitted to certain early 2000s Nissan Frontiers (I put a set on my Xterra) but I think I’ve got to go with the fan blades on the 2004–10 Mercedes-Benz SLR McLaren. Ironically, they are the best-looking part of the whole car.”

Cadillac Tech Bronze Snowflakes

I mean, it’s a fact that no good wheels were designed after the ’70s, but if I had to choose a modern wheel … I’ve got a thing for the wheels they’re slapping on these performance Cadillacs. (That sound you’re hearing is two of our racing experts—Cam and Eddy—in violent agreement.) The brushed satin gold/bronze tone on these things is just fantastic, and I love the amount of sidewall you still get with these wheels. — Cameron Neveu

Chevrolet Silverado HD Alcoa Aluminum Wheels

Trucks don’t usually get highly stylized wheels. It’s always function first, then form. But as resident DIY guru Kyle Smith points out, sometimes the two marry up nicely. And of course, being the wrench-master that he is, he has personal experience with these things.

“The Alcoa aluminum wheels that Chevrolet specced on the heavy-duty lineup from 2000 to 2010 have aged gracefully and are one of the rare affordable options for those looking to add some flair to their eight-lug trucks without resorting to chrome 20-inchers or painted steelies,” he says. “After finding a set locally, I had them blasted and powder-coated for a great OEM+ look. They actually helped the handling of my big red Express since the aluminum wheels are so much lighter than the factory steel ones. The ride is a lot better, which might be a low bar with an ex-plumber van, but better ride and better look? That’s about as good as it gets.”

Land Rover Defender and Ford Maverick’s Modern Steelies

Modern adaptations of vintage ideas don’t always work, but when they do, they’re pretty special. Senior editor Grace Houghton laid out a compelling case for a wheel design that we’d otherwise overlook entirely.

“I’m a huge fan of steel wheels, whether OEM or aftermarket,” said Houghton. “This pretty white one is from the Land Rover Defender, a luxury-minded off-roader, but you’ll also find them on new vehicles as humble as the Ford Maverick. Burly yet handsome, and so functional … and don’t get me started on the powder-coated steel beauties made by Detroit Steel Wheel Company … no street-rod truck would be complete without a set.”

Tesla Cybertruck Wheel Cover

We were all scratching our heads when senior editor Sajeev Mehta nominated the shoes on the Cybertruck. However, in true Sajeev fashion, he took the idea of “favorite” and pivoted it to mean “favorite wheel design to laugh at.” Score one for loose rules! Here’s his explanation: “The Cybertruck wheel covers prove that you can try to ‘Silicon Valley’ your way into reinventing the wheel, but you’re just gonna embarrass yourself in the process with a design that goes past the rim and eats into the tire.”

Alphard Wheels from Mid-2000s Mercedes-Benz SL600

Associate editor Chris Stark decided to bend the rules a different way, celebrating a wheel design not for how it looked on the car that wore it originally, but for how the design would look on other cars. It’s Friday, so we’ll allow it.

“I’m partial to the optional Alphard wheels that were available on the mid-2000s Mercedes SL,” he said. “They look fine on the cars they came on, but like the Corvette Sawblade wheels, they look way better on slammed VWs.”

Morgan Super 3 Disc Wheels

Who doesn’t love a good set of discs? They’re similar in design to the aeroblade wheels of IMSA fame, but with a smidge of functionality pulled out in favor of a little more curb appeal. Our resident U.K. correspondent, Nik Berg, had this to say about the shoes on this very British Morgan Super 3:

“They’re very big. On a very small car. Look almost like military hardware on this otherwise quite dainty oddball.”

No notes. Hard to argue with that.

Surely, there are plenty of modern wheel designs that we overlooked. Do you have a few in mind? Sound off in the comments below!

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How does a simple act of kindness suddenly explode on an international scale? How do you face the pain and discomfort caused by a global pandemic and meet it with positivity? How does a lifetime of loving an antiquated but charming off-road engineering philosophy catapult you from an ordinary enthusiast to the originator of a Jeep phenomenon?

Allison Parliament considered none of these questions on that fateful summer day in July 2020, when she set a rubber duck on the hood of a Jeep Wrangler in an Ontario parking lot. The only reason she did it was because she wanted to write a nice note for the owner, and she didn’t have a piece of paper. So she wrote the message on a rubber duck she had handy (more on that later), thinking little of it.

Four years on, hundreds of thousands of Jeep fans are trading ducks like playing cards all over the world. The act of placing a duck on a Jeep has become a verb: “ducking.” On Instagram, searching #duckduckjeep will return more than a quarter of a million results, with other variations of the hashtag pulling about the same. A tiny act of kindness morphed into a movement in what felt like months, and Parliament, the center of the craze, has had her life radically transformed as a result.

It is impossible to look back at 2020, and Parliament’s story, without acknowledging the pandemic. At its peak, Covid-19 affected practically every normal aspect of human society. Both the virus and the measures to address it sowed divisions and discord. For Parliament, though, her main focus was caring for her grandmother. Parliament resolved to make the day-long trek north from her Alabama home to southeast Ontario to be with her aging relative. “She was up there alone, in her late-80s,” Parliament says. “For seniors, being alone can be [the cause of] early onset dementia. It can do a whole bunch of things to their mind when they’re not active. I didn’t want that for my grandma because she helped raise us while my mom was going through breast cancer. Grandma and Grandpa gave us everything, so I wanted to do the same for her.”

Parliament had recently taken delivery of her dream car, a 2018 Jeep Wrangler Unlimited, which was the realization of a lifelong fascination with the stick-axled, seven-slatted go-anywhere machines that permeated her upbringing.

Her uncle, Gregory Anderson, a small-town lawyer from Ontario, was a serial hobbyist with a penchant for restoring old vehicles. During early summers, Parliament would join her great aunt and uncle on their farm for a few weeks. She quickly learned where Anderson was most comfortable—in the garage—and adapted to that context in order to foster a better relationship with him. “He was a very sweet man, but he was easier to talk to when you were working on a vehicle with him,” Parliament recalls.

Anderson, who died in 2012, revived many classics, from Mustangs to Model Ts to military vehicles, but the Jeeps caught young Parliament’s fascination the most. “He used to take us out anytime we’d ask in the summer in the Jeeps, since they didn’t have the tops, and we’d roam around the thousand acres they owned. He took us everywhere, he loved every moment he got with us, and he was a big part of my life in a lot of ways,” she says. “Losing him was really hard.”

More than just an incubator for Jeep fandom, however, Parliament’s time in the garage with her great uncle became a metaphor for how she came to view the automotive hobby as a whole. “He opened a door, especially I think for me as a child, to know that girls could be into cool cars, too.” To this day, her efforts around inclusivity within the Jeep community echo that sentiment and aim to pass such an important truth to the next generation.

Those foundations eventually led Parliament to chase a Wrangler as her dream vehicle. But just as important was her understanding that loving those who cared for you often means going the extra mile—or in this case, thousands of miles. Ready to face the dystopian context of the time, she pointed her Wrangler toward the Canadian border and her final destination: Grandma’s house, in Orillia, Ontario.

On her way north, some 13 hours into the trip, she stopped to get gas in Woodstock, Ontario. As she got out to fill up, she heard someone yelling. Fatigued from the drive, she didn’t think much of it. “All of a sudden I had this man in my face screaming at me, pushing me into my Jeep, yelling at me to go back to my own country.”

Though born in Canada, Parliament lived in Alabama at the time, and her Jeep was plated as such. Maybe it was paranoia that provoked the altercation. Maybe, wound drum-tight by Canada’s particularly strict lockdown restrictions, the man had simply snapped.

No matter what, it was a hostile, particularly un-Canadian interaction in a country known for its friendliness. “I am Canadian-born, Canadian-raised,” Parliament says. “Much of my extended family still lives here, including the grandmother that I was on my way to care for.”

Without even filling up, she got back in her Jeep and drove away. The whole thing scared her. Her partner talked with her over the phone, doing his best to calm her down over the next half hour it took to find another gas pump.

She finally arrived at her destination and began the government’s mandatory two-week quarantine for foreign visitors. At the end of that period, she headed out to a small shop near Bancroft with a relative. Even just going shopping, at that point, felt like a novelty. 

Parliament came across a gaggle of rubber ducks in the shop. Planning to prank her partner by hiding them throughout the house they were staying in, she bought them. “I needed to laugh again, to feel safe,” she says.

As she left the store, she saw a kitted-out Wrangler parked near her own. She liked it and wanted to leave a small token of appreciation and approval. “Jeepers are kind of crazy, and a compliment on your Jeep is always a good feeling,” she says.

She didn’t have any paper with her, but there was a marker in her glovebox. She scribbled a small, simple message onto the only shareable token she had—a rubber duck. 

“Nice Jeep, have a great day.“

Almost immediately, a large man stormed out of a nearby restaurant and headed her way. The gas station fiasco flashed in her mind. “What are you doing?” was the man’s firm and accusatory opening salvo.

He picked up the duck and read its message. The bristly demeanor cracked, and a smile flooded his face. “He thought it was a great thing, said it made his day,” Parliament says. After chatting with her about Jeeps for a few minutes, the man suggested they take a picture of it and put it on social media. Unsure of what to say in a caption or how to tag the post, Parliament suggested #DuckDuckJeep. Maybe it would go around town and make a few people smile and then it would die off, she figured.

Instead, it blew up. Weeks later, a Massachusetts newspaper called, seeking an interview with the woman who had started the Duck Duck Jeep craze. Then another call from another outlet. Then another.

The duck was out of the proverbial bathtub. Parliament started a Facebook group that today has about 76,000 members. Other unofficial pages sprung up, many also boasting high five-figure memberships.

It wasn’t long before Parliament, a self-described introvert, got recognized in public. “Around Christmas time that year, I was doing some shopping when a lady recognized me,” she recalls. “I remember just putting everything down and very quietly disappearing. I went and hid in my Jeep, waiting for it to all blow over.”

It didn’t. At all. Soon, Parliament had companies reaching out with offers to outfit her Jeep. Then the events came calling. When the Wabash Jeepers out of Terra Haute, Indiana, asked her if she’d be willing to attend their annual pink ride, a fundraiser event for breast cancer, Parliament made her “first and easiest yes.”

Parliament’s aunt succumbed to the awful disease at 32, and her own mother was diagnosed at 33, while pregnant with Parliament’s youngest sibling. “She had [my brother] on Monday, then she went in for surgery on Friday of the same week.”

As more and more clubs came calling, despite her introversion, Parliament decided that she had a responsibility to harness her—and the phenomenon’s—popularity and use it as a force for good. She quit her lucrative job as a financial professional and founded a nonprofit organization around the act of Jeep ducking; “Ducking for Teachers” helps support local teachers by providing funds to purchase desperately needed school supplies.

***

Last summer, I met up with Parliament and Jason Klatt, her close friend and the resident mechanic of Official Ducking Jeep, at Toledo Jeep Fest, an enthusiast gathering in northwest Ohio. Toledo also happens to be the home of the Stellantis plant that produces the Wrangler and the Gladiator. For a single weekend in August, the area overflows with more than a thousand Jeeps, coming from as far away as Brazil and Colombia. Nearly all of them are customized in some fashion, ranging from mild to triple-take wild.

It was early Saturday morning, but the parking lot of the Owens Corning building was already bursting with Jeeps awaiting their orders to file in for an all-Jeep parade through downtown Toledo. Parliament and her crew were parked some distance back from the front of the line. A massive plush yellow duck was strapped to the top of her Wrangler, and dozens more littered the dashboard, the floorboards, and pretty much everywhere else.

Thousands of Jeep enthusiasts of all ages milled about. Speakers blared everything from Twisted Sister to Tupac. Some Wranglers wore massive tires on small wheels—placing function over form—while others wore massive wheels with skinny, street-focused tires. Engines—some stock, some fettled to the tune of tens of thousands of dollars—revved up and down the line. Horns blared for no reason at all. It was as if an electronic rave had collided with a country music festival, which then rolled into a rock show that then barreled through the brick wall of a hip-hop concert, Kool-Aid Man–style. There was dancing, laughing, high-fiving, and, of course, plenty of ducking.

Amid this audiovisual hurricane, a few Jeepers approached Parliament. She talked with them for a bit, then signed a half-dozen ducks for them. When the first group left, Parliament slid back toward the circle of her colleagues. Then another group arrived, and like clockwork, she walked out, greeted each one, and listened patiently as they shared kind words about her efforts or why they loved passing out ducks. All smiles, she signed again, then waved as they set off across the parking lot. She was never standoffish, but you got the sense that even though she’d likely had the same interaction thousands of times before, there was still some discomfort for her in the exchanges.

The parade began. Have you ever seen someone realize in real time that they’re about to have a “main character moment,” where a captive audience will be shouting and waving in their direction, even if only briefly? This was that moment for every Jeep—and every occupant of every Jeep.

The volleys of candy started immediately, with Jeepers—some in full costumes, some with flip-flops and cut-off T-shirts, some with garb that matched their rig’s custom paint job—lobbing sweet treats to those who lined the streets. Roll bars became seats in the slow-moving processional, tunes were cranked to irresponsible levels, and doors were often nowhere to be found—in true Jeep fashion.

As they trundled through the streets of downtown Toledo, Parliament, Klatt, and other members of her team lobbed rubber ducks into the crowd. A handful of folks recognized her tricked-out rig, but for the most part, the focus was on the free ducks, not the throwers.

Toledo Jeep Fest organizers reckon that more than 60,000 ducks were handed out over the course of three days, but that number feels conservative based on my time there. Parliament and her crew handed out several hundred on their own, plus thousands of duck stickers.

I expected Parliament to be hounded by Jeepers pretty much the entire time we were together. Like an all-star baseball player on home turf during batting practice or a headline musician leaving the venue after a killer set. While there was an autograph booth for a brief stint, which included folks waiting in line, Parliament was never utterly swamped with fans.

Later that day, I followed Parliament around a park’n’shine event that swallowed nearby streets. She and Klatt were provided with a golf cart in which to cruise the show, along with an event staff member who had been shepherding Parliament through local TV and radio hits throughout the week.

Multiple times, Allison’s sherpa stopped groups of visitors to ask if they wanted a picture with the founder of the Jeep ducking phenomenon. Many folks gleefully agreed, taking time to share their ducking experiences with Parliament. But others had no idea what was being asked of them. Some, even while clutching plastic ducks, stood there in awkward silence not knowing what to say, totally unaware that the ducking thing even had a founder.

There was a strange irony to the whole situation. The custom grew from a single duck to a worldwide phenomenon, all in just a few years. One look across the parade staging area that morning was all I needed to understand how the zeitgeist of modern Jeep fandom had taken this thing and then driven up Mt. Everest with it. These are deeply passionate people; gifted with a new method to express that enthusiasm to each other, was it ever going to end up any other way?

Sometimes a small good thing grows into something greater than you could ever imagine, but the price of that swell can prove a bit unsettling. Understanding and accepting which parts of this new, often unrecognizable beast you’re then responsible for can be complicated; especially when you’re not naturally wired to be the sort of outgoing, bubbly personality that something like ducking embodies.

And there in the eye of the storm was Parliament, a quiet, reserved personality who is open about the fact that she doesn’t like being the center of attention. In fact, there was a visible tension between the overwhelming outward-facing responsibility she felt to represent this now-universal act in a positive manner and her very personal desire to just be another Jeeper enjoying that act. And in among it all, she had to accept that the movement may have overtaken her.

Parliament’s involvement in the world of ducking has only grown more formalized through the years, so resolving that tension may have to wait. Jeep has officially recognized her as the founder of Duck Duck Jeep, with the brand’s former CEO, Christian Meunier, going so far as to endorse her on record at the New York auto show. And while a few folks I talked to at the event seem to recall ducks and Jeeps mingling before the pandemic, nobody had any concrete proof of an official, organized effort existing prior to the one Allison started.

Of course, every movement has its detractors. There’s a small but vocal group vehemently opposed to the act, for several reasons ranging from somewhat reasonable to downright ridiculous. On the reasonable side, some folks feel that plastic ducks are an environmental hazard and that there are other, more eco-friendly ways to show appreciation for someone’s ride. At the other end of the spectrum, some see the whole thing as dumb and pointless, an embodiment of just how “soft” people are now. Parliament has had sour experiences with anti-duckers at events, and there have even been a few news stories that have knocked ducking, calling it “bizarre” or even “pathetic.”

With any act of kindness, the line between a tiny impact and a massive one is often far thinner than anyone can realize in the moment. At the same time, if people aren’t receptive, Parliament doesn’t want to force the issue. On occasion, she runs into someone who has no interest in their Jeep getting ducked. “There are some people out there who don’t want them and don’t like them,” she said. “If that happens, you say, ‘Thank you, have a great day. It was nice to meet you.’”

Though the whole exercise has grown into something no one person or group can control, Parliament wants Jeep ducking to be a source of joy first and foremost. “We want to welcome people into the [Jeep] community. We want people to have a place where they feel safe. A place where you can come and make friends and have friends wherever you are, no matter what’s going on. Sometimes, that’s all people need. The ducks make people feel heard, make people feel seen.”

Parliament acknowledges she has good days and bad ones. “But I know what it’s like to struggle. I have major depressive disorder, which is not something we hide. I take meds every day, but I’ve also always had a huge support system in my family and a few of my other friends that are always there.”

She hopes, in part, to be able to offer that kind of strength to those in the Jeep community who might lack a similar support system. Parliament has taken countless phone calls from Jeepers struggling with mental health issues, and she lends an ear when someone in need reaches out for help.

Parliament feels that the broader Jeep community’s baked-in good vibes and support for fellow Jeepers make the whole duck thing possible. During my time getting to know her she rattled off several stories from her own Jeeping experience about parts, beds, food, and more acts of generosity offered up with no strings attached by fellow Jeepers. Surveying the streets of Toledo that weekend, it was easy to draw the connection. Ducking stays afloat, even post-pandemic, because it fulfills an instinct to connect and share one’s passions with others. People are at their best when they feel lifted up.

At day’s end, festivities dwindled and we said our goodbyes. I walked the few blocks back to where I’d parked the Wrangler Rubicon 4xe, a loaner from Jeep to get me to and from Toledo. Its High Velocity Yellow paint stuck out like a pile of new tennis balls on fresh asphalt, easily visible from 300 feet. As I neared the driver’s-side door, something cheerful and pink caught my eye. 

On the handle was a rubber duck. In the reflection of the window, I caught myself grinning.

***

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Chevy’s hybrid, all-wheel-drive, mid-engined C8 Corvette E-Ray will serve as the Indianapolis 500 pace car later this month at the hallmark event’s 108th running.

The E-Ray is Chevy’s quickest Corvette ever, with a claimed 0–60 time of just 2.5 seconds. It pairs a 6.2-liter, naturally-aspirated, 495-horse V-8 turning the rear wheels with an electric motor on the front axle that motivates the front wheels. The combined system output is a meaty 655 horsepower, and that electric drive unit alone is good for 160 hp and 125 lb-ft of torque.

We first rode in the E-Ray back in January of last year and quickly discovered that this was a very unique experience within the Corvette world. It was the first all-wheel-drive Corvette to reach production, and the first to employ hybrid tech in service of greater performance.

Then, last fall, we finally got behind the wheel of the E-Ray and confirmed that the hybrid drivetrain had serious performance potential, while also feeling like the ideal grand touring Corvette of the C8 pack.

The Artic White E-Ray should shine brightly leading the pack of speedway-spec IndyCars. It’s a clever nod from the series to choose a performance-oriented hybrid to lead the lineup, especially since the series finally announced that it will incorporate a hybrid component into the race cars’ drivetrains beginning in July.

The E-Ray will join a long list of Corvettes that have paced the greatest spectacle in racing; to date, no model has lapped ahead of the IndyCar field more than a Corvette. We’ve seen that past iterations of Corvette Pace cars have become sought-after collectibles, so we’re just warning you: Don’t be surprised if some sort of commemorative E-Ray Pace Car edition pops up at your local dealership soon after the race.

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In a recent Linkedin post, Volkswagen CEO Thomas Schäfer offered the first teaser of what is expected to be a special edition Golf GTI created in celebration of the Golf nameplate’s 50th anniversary. (Note: This is just the Golf name, not the GTI; the latter debuted in 1976, while the Golf debuted in 1974.)

The video teaser shows a blurred-out white Golf GTI cruising around the Nürburgring Nordschliefe’s famous Karussell corner. A “50 Years of Golf” slide appears at the end, giving us our clue as to what the occasion is.

In the post, Schäfer writes, “We are returning to the Nürburgring for the 24-hour race to celebrate the world premiere with the fans.” That race takes place the weekend of May 31, and VW’s newest Golf GTI will debut at 10:30 a.m. ET that day.

Note the small text that reads “concept car” at the bottom of the video. We’re a little surprised that’s on there because although the car pictured is a bit blurry, it doesn’t really look all that different from the current eighth-generation Golf GTI. However, part of the GTI’s ethos has always been somewhat understated exterior styling; the magic of a hot hatch like this is the ability to blend in when needed, but then to spark joy on a back road with an athletic chassis and an eager engine.

So what exactly is going to be special about this 50th-anniversary car? It’s tough to say, but the internet hivemind thinks we could be looking at a new version of the Golf GTI Clubsport. The Clubsport was a European-market version of the GTI unveiled in late 2020 that removed the rear seats, upgraded the turbocharger on the 2.0-liter engine to boost output to 300 hp, added an electronically locking front differential, and introduced a host of suspension tweaks to make the car more track-worthy. Then, in 2021, VW also dropped a limited-run Clubsport 45 model that added an Akrapovic exhaust and a roof spoiler among other bits to celebrate the 45th anniversary of the GTI nameplate. Sadly, neither model was offered in the North American market.

And while we’d love to hold out hope that this new model will make it stateside, the chances of that feel slim. European markets always get the hottest versions of VW’s everyman hatch, while U.S. enthusiasts often get short shrift. A shame, that—despite all the CUVs flooding our roads, there are surely enough V-Dub hot hatch faithful to scoop up every last example of a limited-run model.

But we digress—there’s another piece of context that makes this debut significant: This could be the last gas-powered version of the Golf GTI, period. Last year, Schäfer told German publication Automobilwoche that the eighth-generation GTI would be the last to feature gasoline-burning powertrains, meaning that all future Golfs would likely be electric.

If this is indeed the gas-powered GTI’s swansong, let’s cross our fingers and hope for something truly special. Then go ahead and cross your legs, arms, and whatever other body parts you can manage, too, in hopes that it will somehow wind up stateside.

***

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Earlier this week, the National Park Service (NPS) announced that a historic salt tram tower in the Saline Valley, part of Death Valley National Park, had been damaged. The suspected culprit? An overlander using a winch to extract their vehicle out of deep mud.

The 113-year-old tower was reportedly pulled over sometime between April 1 and April 24. The tower was part of a 13-mile aerial tram system constructed by the Saline Valley Salt Company in 1911 to transport salt from the Saline Valley to the Owens Valley in-period. This remarkable feat of engineering climbs over 7000 vertical feet, sometimes at grades of up to 40 percent.

Because of its age, length, steepness, preservation, and scenic setting, the tram system is listed on the National Register of Historic Places. The first four towers of the tram are within the boundaries of Death Valley National Park, while the remainder of the tram’s towers sit on land managed by the Bureau of Land Management (BLM). Tower #1, the fallen structure, is in Death Valley National Park.

Per the NPS report, “nearby tracks show that a vehicle drove a short distance off the legal roadway and got stuck in the mud. Park rangers believe that someone used the nearby tower as an anchor to pull their vehicle out of the mud. The tower toppled over, pulling its concrete footings out of the ground.”

The incident marks another strike against the growing population of folks who want to use their vehicles to explore vast and untamed places. In other parts of the country, such as Moab, Utah, the damage done by vehicular exploration has sparked lawsuits and trail closures that have frustrated many overlanders who feel they’re being unfairly punished for the behavior of a few bad apples.

Though the focus of the tension between vehicular explorers and those who worry about ecological conservation has focused primarily on habitat risk, the destruction of a national landmark ratchets things up a bit—and not in favor of the overlanding crowd.

A salt tram stabilization project was already in the works before this unfortunate event. However, the project manager has not yet determined if that funding can cover the re-anchoring of tower #1.

“I have hiked along sections of this tramway and am amazed by the tenacity it took to build,” said Death Valley National Park Superintendent Mike Reynolds. “I hope the person responsible for this damage will contact us so we can discuss restitution.”

Park rangers are asking anyone with information on the incident to call the NPS-wide tipline at 888-653-0009 or to go to the online tip website and pass along your information there.

This should be obvious, but it apparently bears repeating: So we can all continue to enjoy the outdoors with our vehicles, stay on the marked trails, people.

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First discovered by CarBuzz, a new filing with the United States Patent and Trademark Office gives us our first hint at a potential active aerodynamic setup for the front end of the forthcoming Dodge Charger Daytonas. While the new Charger Daytonas will be offered in both gas-powered and all-electric versions, this bit of tech seems more suited to the EV version, which doesn’t need as much airflow through front-mounted heat exchangers.

Filed by FCA US LLC, a legal entity within the larger Stellantis organization, the patent shows images of adaptive flaps placed on the nose of the new Charger that can adjust to improve front-end downforce. We’ve seen this sort of tech in high-end exotics such as the Pagani Huayra before, but never in a more mainstream application like Dodge’s muscle car.

According to the patent filing, the design of the front airfoil features actuators that could “change lift and drag to suit different driving conditions and aid in braking (e.g., a high drag position.) For example, the airfoil section may be adjusted to a single angle of attack or a dual angle of attack.”

To make sense of this, recall how the new Charger’s nose—dubbed “R-Wing”—has openings under the uppermost horizontal line of the rectangular front end, allowing air to pass through the nose and flow over the curved hood. The design is a clever nod that visually hearkens back to the rectangular face of second-generation Chargers while also enabling more efficient airflow. Since the Charger Daytona EV doesn’t have a radiator, the air that would have been previously routed toward a grill can be directed up and over the car. By enabling air to pass through the nose rather than smack against the upright surface and create a pileup at the car’s tip, drag and front lift can both be reduced, which should help with range.

Now, as far as those trick active elements in the patent are concerned, picture that airfoil divided into two parts, each adjusted independently to optimize front downforce for the driving conditions. In high-speed corners, perhaps one side flips up a bit to increase downforce on the outside front wheel that’s fighting for grip as it redirects the heavy vehicle. In heavy braking moments, both pieces of the active aero system could flip skyward (think the rear wing of the McLaren Senna or the new Porsche 911 GT3 RS) to increase downforce onto the nose, helping it scrub speed more efficiently.

While this active-aero setup appears to be in its development stages, the potential for such tech to arrive on Dodge’s revived muscle car is real. Dodge and the Charger are no strangers to innovating a car’s front end for aerodynamic purposes. The pointed nose fitted to the front of the 1969 Charger Daytona was part of an aero kit that enabled those winged wonders to brake records on track, and they are now some of the most sought-after collectible cars extant. While we’re not insinuating that the new EV versions will be instant collectibles, the parallels on the engineering side are obvious.

With Dodge already hinting that a higher-performance version of the Charger, dubbed the “Banshee,” is in the works, we’re excited to see just how wild an active-aero muscle car can be. It’s certainly too early to call this a guarantee, but Dodge, you have our attention.

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The Toyota Land Cruiser probably belongs in the pantheon of automotive greats for at least two reasons: How prolific it’s been throughout history, and how charming just about every iteration has been. Even the newest one, back in the North American market after a brief hiatus, carries with it the sense of go-anywhere adventure that seems to permeate the cabin of every previous Cruiser.

But those early models, engineered to imitate the original Willys Jeeps, carry a unique appeal. Launched in 1960 and first imported to the U.S. in 1963, the FJ40 was a no-nonsense machine built to get the job done, not unlike a farm tractor with a closed cabin. It offered four-wheel-drive, relatively little in the way of creature comforts, and the now-famous all-day dependability. Rust was more likely to kill your FJ40 than any mechanical malady. The Cruiser’s rugged durability made it the prime candidate for service all over the globe; regardless of the climate, the infrastructure, or the terrain, a Land Cruiser was often—and still is—your best bet.

As a result, the vehicle grew a cult-like following that, once enough time had passed, began to celebrate those early Land Cruisers as collectibles—some of the earliest SUVs to deserve the moniker. Nowadays, we see FJ40s in collections worldwide, some bone stock, others the subjects of six-figure restorations.

This example, a 1974 FJ40, located in Beverly, Massachusetts, and currently listed on Hagerty Marketplace, wears many of the traits that make this platform so charming. According to the listing, this green and white two-tone FJ40 was imported from Colombia. (In the Land Cruiser world, your car hailing from another country—particularly one with an interesting history—can score you bonus points.)

Power comes from a 3.9-liter “F series” (No, not that F-Series) inline six with a cast iron block. Interestingly, the F series engine drew a lot of engineering inspiration from GM’s inline-sixes (think Chevy’s Stovebolt Six and the like). This FJ40’s engine mates to a three-speed manual transmission that drives the rear wheels, or all four corners through a dual-range transfer case. The simple 15-inch steel wheels feature Pirelli Scorpion S/T tires and there’s a matching spare out back.

Inside, you’ll find a vinyl-upholstered bench seat up front and two folding benches facing each other in the rear. This one has the “ambulance” doors at the rear that open sideways to offer better ingress/egress. Other features include an aftermarket Kenwood stereo, sliding rear windows, gauges for oil pressure, coolant temp, amperage, and fuel level, a locking fuel door, and more.

According to the listing, the FJ40‘s five-digit odometer shows roughly 19,400 kilometers (around 12,000 miles), but the true mileage is unknown. On a vehicle this straightforward and reliable, we’re inclined to think that’s the number that matters the least here. The sale will include the Land Cruiser owner’s manual, a set of four keys, and a clean title. At the time of this writing, the leading bid sits at $5000 with six days remaining in the auction.

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Citing a report from the Japanese car magazine Best Car, Forbes reports that Toyota is developing a compact sports car that would slot below the existing GR86 and take on the Mazda MX-5 Miata.

Toyota’s tiny sports car will allegedly get the name S-FR—not all that creative. The letters supposedly signify ‘Small,’ ‘Front-engined,’ and ‘Rear-wheel-drive,’ which alludes to the sporting personality such a car would have. The S-FR is reported to be based on a svelte concept revealed at the Tokyo Motor Show in 2015, which boasted a 2+2 layout draped over a rear-drive platform.

Toyota is no stranger to 2+2, rear-drive cars: Look at the GR86 and the Supra, both already available here in the States. Interestingly, both cars were developed in partnership with another automaker—Toyota teamed up with Subaru for the GR86, and with BMW for the Supra. Like its two larger brethren, the S-FR would reportedly also be the byproduct of a collaboration between Toyota and another automaker—two, in this case: Daihatsu and Suzuki. Daihatsu already makes a little runabout roadster called the Copen, and its recently revealed concept called the Vision Copen certainly carries the same silhouette as the 2015 S-FR.

According to the report, the S-FR will be powered by a 1.3-liter turbocharged three-cylinder engine producing around 150 horsepower. While there’s no explicit mention of a manual gearbox in the Forbes article, the 2015 concept certainly featured one (pictured above), and we don’t see any reason why that would change. (Toyota, along with Mazda, proudly remains one of the few automakers still offering manual-equipped cars here in the U.S.)

The S-FR will reportedly debut sometime in 2026 for Asian and European markets. Any potential for such a little spitfire to reach U.S. shores is, for now, optimistic speculation.

Let’s speculate, then! The three-cylinder engine may be a bit off-putting to some folks, but Toyota has already proved the efficacy of a three-pot to stateside buyers with the snarly, rally-bred GR Corolla. That car has a 1.6-liter three-cylinder; the S-FR would allegedly use a smaller, 1.3-liter version. Given how common it has become for automakers to engineer the same engine block for different displacements, there’s a decent chance the hypothetical powerplant would share most of its componentry with an engine already sold in the states, a huge plus in the regulatory environment.

While making assumptions on pricing for a car that isn’t A Real Thing yet is a stretch, the Forbes article does note that Best Car expects such a car to cost around 3,500,00 yen, which at current exchange rates would equate to roughly $22,500. The GR86 starts just a smidge above $30K, so that pricing hierarchy would certainly hold water, if we put ourselves in the shoes of Toyota product planners.

As for the supposed rival of the S-FR? Mazda squeezes 181 hp from the current Miata’s free-breathing, 2.0-liter inline four; that would put it around 30 ponies north of the Toyota. However, when it comes to torque, the Miata is rated for a mere 151 lb-ft, a figure which the S-FR may be able to beat with a turbocharged powertrain.

But if a North American version of the S-FR were to get the 1.6-liter three-pot from the GR Corolla? Hooooo buddy, that changes the calculus. The GR Corolla’s engine is rated for a whopping 300 hp and 273 lb-ft of torque, stats which handily trounce those of the Miata.

Let’s pump the brakes; that was, after all, pure speculation. When we asked a Toyota North America spokesperson about the rumored development of the S-FR and the potential of it coming stateside, the response was: “Toyota has no product news to announce at this time.” About what we were expecting to hear, then.

Fine by us. Dreaming is free.

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The first-generation Dodge Viper was an instant icon, both adored and feared by owners and fans. The car lacked anti-lock brakes, boasted a monstrous 8.0-liter V-10, had no roof, and had side-exit exhausts that had a penchant for searing the calves of those exiting inattentively. This was a menacing machine, a rolling ball of obscenities that was uniquely American and loved because of it.

When the second-generation Viper rolled out in 1996, some of those character flaws—such as the searing side-exit exhausts and the lack of a roof—were remedied, but calling the car “tame” was still a misrepresentation.

How do you make a second-gen Viper even wilder than it already was? Try adding a few yards of bodywork between the wheels, upping the seating capacity from two to 10, and tossing in a kickin’ sound system. Behold, this 1996 Dodge Viper Limo, currently offered for sale on Hemmings by Gateway Classic Cars.

This brute was originally built by Unique Movie Cars Las Vegas, a shop that specializes in film and TV cars that also handles the occasional custom build in its spare time. You’ve probably seen at least one of their cars on screen before: The massive list of movies and shows their vehicles appear in include A Few Good Men, Back to the Future, Indiana Jones and the Last Crusade, Ocean’s 11, Smokey and the Bandit, and Knight Rider, just to name a few.

The Viper limo, however, appears to have been a custom project rather than something for the silver screen. According to the listing, the car can seat up to 10 occupants comfortably; you’ll have two up front, two in bucket seats at the very rear of the car, and then six sharing two benches that face each other running the length of the middle. Every occupant does get a seatbelt, which feels like a definite plus.

There’s also a pretty serious-looking sound system in the car, which is a must for a party-hardy ride like this. Note that trunk photo, which shows two Optima Red Top batteries tucked into the corners, presumably to power the speakers and amps, the latter of which we can see a few of residing on the bottom of the trunk.

Aside from the obvious additional bodywork, the most noteworthy modifications come up front in the driver’s area. Although we noticed what appears to be a manual shift lever, the listing reports (and photos of the pedal box support) that this Viper limo has been converted to an automatic—an option that was never offered on any Viper generation from the factory.

Even more significant, and possibly a bit disappointing? The 450-hp, 8.0-liter V-10 has been dumped in favor of a carbureted 360-cid V-8. The V-8 is actually a version of Dodge’s LA small-block, which is the engine architecture that the Viper’s formidable V-10 was eventually based on.

Are we a little bit bummed that these occupants won’t get to experience the tractor-like fury of a V-10 doing its best to separate the rear tires from their alloy wheels? Maybe a little. Do we also understand the need to make something this unconventional behave in a little bit more civilized fashion? Begrudgingly, also yes.

As far as handling goes, this Viper limo does retain power steering and power brakes, which ought to make transporting your guests a bit less tiresome. What’s more, with that long of a wheelbase, any slides that break the rears away will probably be felt in three to five business days.

The asking price for such a creation? $169,000. If a Viper Limo is something you’d like to see in person, we’re sure the folks at Gateway Classic Cars would welcome you into their St. Louis, Missouri, showroom.

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These days, almost any vehicle on the road with even a hint of off-roading pretense sports some combination of boxy styling, tall tires, and hoisted bumpers front and rear. They’re dirt-aggro, in all—or most of—the right ways.

But that wasn’t always the case. Back in the 1990s, things got a little, erm, weird. Case in point: The two off-road oddballs you see here.

Meet contestant number 1, a 1998 Mitsubishi Pajero Jr. Flying Pug, a boxy, topply little thing with a face best fit for radio. The one seen here is part of Mecum’s Indianapolis auction, slated to cross the block on Thursday, May 16.

The Pajero Jr. was an off-road SUV produced for the JDM market exclusively between 1995 and 1998. Riding on the platform that underpinned the contemporary Mitsubishi Minica, a tiny little hatchback also only sold in Japan, the Pajero Jr.’s svelte footprint allowed it to fit under the “small size car” limitations of the Japanese government, thus lowering the tax burden owners would face when they bought the little two-door ute.

Despite the tiny proportions and a 1.1-liter, 79-hp four-cylinder engine, this thing had real off-road chops. Power routes through a wee three-speed automatic transmission that turns the rear wheels by default, but the real four-wheel-drive system offers high- and low-range capabilities.

To drum up interest in the little dirt devil, Mitsubishi created several special-edition versions of the Pajero Jr., including the Flying Pug. (Brief moment of appreciation for the idea of a snub-nosed dog cruising through the air. Probably with a cape, because these little cars are nothing if not optimistic.)

The Flying Pug was the third special-edition Pajero Jr., styled to look like a classic British car. Built from September 1997 to June 1998, the Flying Pug was Mitsubishi’s attempt to capitalize on the rising popularity of older British cars in Japan. The results were … well, not great. The contemporary motoring press criticized the Flying Pug for having an ugly face, and although 1000 units were planned, a mere 139 saw the light of day before Mitsubishi axed the thing due to slow sales.

Styling notwithstanding, this little fella is in remarkably good condition, with the wine-colored paintwork still shining brilliantly, and the gray interior showing very few signs of wear. According to Mecum’s listing, this one has plenty of nice features, including air conditioning, power locks, power windows, tinted glass, and a folding rear seat that gives our little Pugger quite a bit of cargo capacity. The odometer displays 116,044 kilometers, which translates to about 72,100 miles. Our regards to the brave soul(s) who bopped about in this thing.

Tea-time trucklet not really your vibe? Might we interest you in contestant number 2: The 1996 Heuliez Intruder convertible? This one-of-one concept, which debuted at the 1996 Paris Salon, will cross the block tomorrow at Bonhams’ Miami auction, and woof is it a sight to behold.

The shapely convertible bodywork comes courtesy of French coachbuilder Heuliez, a shop founded in the 1920s that spent decades designing buses and commercial vehicles through the 1970s but then turned to cars. Among Heuliez’s body of work are two ’80s rally icons: the Renault 5 Turbo, a mid-engine, boost-huffing, flared-fender Group 4/Group B monster, and the Peugeot 205 T16, a similarly riotous little hatch that nabbed two World Rally Championships in Group B.

This beast, however, is very much not of that ilk. The Intruder rides on the chassis of a Mercedes G320 off-roader—that’s right, there’s a G-Wagen under there. The bodywork is unique from the floorplans up, styled by and constructed under the watchful eye of designer Marc Deschamps. It’s part Tonka truck, part contemporary SLK, part G-Wagen, all absurdity.

Power comes from the G320’s M104 3.2-liter twin-cam inline-six, which is rated for 208 hp. The Intruder retains all the G320’s other running gear as well, including the four-speed automatic transmission; the live front and rear axles; and the locking front, center, and rear differentials. There’s a full 12 inches of ground clearance under there, meaning this thing could really get down and dirty if you needed it to.

The interior is mostly off-the-shelf Mercedes parts, including the seats, although those now wear wild blue leather. The convertible top is fully functional, according to the listing, and can either be stored in the trunk or removed entirely.

After a tour of the show circuit, where the Intruder wore many different paint jobs, including red, white, and the silver you see here, it arrived at DK Engineering, a restoration firm in England. There, the Intruder was treated to an extensive restoration that reportedly cost around $300,000. It was imported to the States earlier this year and is now offered for sale with promotional brochures, extensive documentation of the restoration, and much more.

You could have any old Bronco, Wrangler, or 4Runner for your off-roading exploits, but where’s the fun in that? If you want to go that extra step, perhaps you need a little Flying Pug or (a lot of) Intruder in your life. Variety is the spice … well, you know the rest.

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This story has been updated to provide additional clarification based on a conversation Hagerty had with Ben Marquart, Chief Technical Officer of DeLorean Motors Reimagined.

According to a report from the San Antonio Current released earlier this week, DeLorean Motors Reimagined (DMR), the Texas-based company that owns the DeLorean trademark, has shuttered its San Antonio headquarters. Signage at the company’s Port San Antonio building was removed earlier this week and the offices appeared abandoned.

However, in a conversation with Hagerty, Ben Marquart, DMR’s chief technical officer, clarified that the company was not shutting down its headquarters, but simply moving to a new location. The now-defunct space was part of a longer-term agreement between DMR and a group that planned to build a new tower in the San Antonio area aimed to be a hub for all things tech. “[The now-shuttered facility] was just a temporary location, and it was about a two-year or so plan,” explained Marquart. He expanded further, saying that the new location placed DMR more centrally within San Antonio, and closer to the airport.

The initial report from the San Antonio Current noted that the outlet had attempted to call both of the numbers associated with DMR at the time, but that both numbers were disconnected. According to Marquart, those dead numbers were the result of a confluence of moving HQ and shifting phone providers at relatively the same time. “We moved phone provider, and there was an issue with the porting,” he explained. Because of said issue, the company had to abandon the number entirely. “It made it look a lot worse, like a thing that it wasn’t,” he admitted. (As of this update, the number listed on DeLorean Motors Reimagined’s website is still down, but Marquart said that the site would be updated with the new number soon.)

It’s an awkward look considering what’s been going on at DeLorean Motors Reimagined, one of two fledgling companies associated with the DeLorean name. (The other outfit is owned by the daughter of John Z. DeLorean, Kathryn, who is planning to build a car based on the platform of the C8 Corvette.)

Founded in November of 2021, DMR has already weathered legal strife. Texas Public Radio reported in September of 2023 that a lawsuit filed by Karma Automotive against DMR alleged that former employees—including then-CEO Joost de Vries—stole trade secrets during their time at Karma and used them for the benefit of DMR. The lawsuit was settled out of court, according to TPR‘s report. The financial hit may well have been quite substantial for the fledgling firm; since the firm is privately held, we don’t have any way of checking the health of the company’s books.

The company had planned for an initial run of 88 cars (a nod to Back to the Future, the film that immortalized the DMC-12) targeted at collectors, who would put down $2500 or $3000 deposits for an NFT (non-fungible token) hosted on a blockchain owned by a third party, NFT IQ, that would secure their spot on the delivery sheet.

The plans all sounded grand, as they often do for startup automakers, and when DMR announced intentions to relocate to San Antonio, it pledged that the move would create hundreds of high-paying jobs. In return, the local government promised about $1M in tax credits, according to the Current. However, according to another report from the San Antonio Current in October of 2023, the company’s LinkedIn information showed just 18 people on staff.

The failure to make good on hiring promises was one of several concerning developments in recent months at DMR. For one, there had been no updates on vehicle production for quite some time, adding fuel to the fire.

Marquart admits that “the business plan and the strategic product rollout are modified from the original plan, which includes an update to timing.” Updates to both are “imminent” and the first people to hear of them will be reservation holders: “They deserve it, they’re our customers, and we want to give them the first peek.”

Those tax incentives have since dried up—presumably because DMR didn’t hire enough people in time—but DMR has evidently made its peace with the lost savings.

Marquart was candid about the company’s reasoning. “With the refocus of the business plan, part of that was knowing that the funds—budgeted funds from the local governments—were something that we weren’t going to be able to utilize in the immediate future,” he explained. DMR therefore surrendered the incentives. “When we are ready, we can come back to [city officials] and show them an updated plan, what’s been firmed up, what we’ve announced, and what we’re looking for in terms of help.”

Concerns reached new heights on Monday morning as several depositors said on Facebook that they no longer had access to their NFTs. Ken Brackins, who spent $5000 on two build slots, confirmed to the Current on Monday morning that he no longer had access to his tokens. “I’m sure somebody will come up with some kind of class action suit, but I wouldn’t expect to recover anything,” Brackins told the Current in an interview.

After our chat with Marquart, it appears that concerns about access to the NFTs may be short-lived. Marquart explained that DMR is in the process of migrating the NFTs to a hosting platform for the NFTs, and claimed that reservation holders had been notified of the move in a community letter sent out recently.

(Indeed, the owner of the original blockchain, NFT IQ, appears to not exist anymore, according to Google: The company’s Twitter has not posted since October of 2022, back when tech bros the world over were heralding Web3 and NFTs as the next frontier.)

“We do recognize that it has been a challenge; however, we’ve taken all of these issues very, very seriously. The rollout has taken a bit longer than we had expected, but that’s because we’re not going to have this problem again. It was more important for us to get [the relaunch of the blockchain market and the NFT reservations] right than it was to rush it and have issues again.”

We’ll have to sit tight and wait to hear about the particulars of this re-focused timeline and strategy that now guides DeLorean Motors Reimagined.

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Here at Hagerty, we love barn-finds of all types, but we have a soft spot for ones that feature an exciting, historic car popping up in a place that makes us ask, “how’d that get there?”

British car YouTube channel The Late Brake Show posted a video recently that ticked those boxes for us. In the episode, which you can watch in full below, host Jonny Smith takes us to an undisclosed location in eastern England—just a few kilometers from where he lives, in fact—to attempt a rescue on a C4 Corvette. Now, the idea of an overseas C4 is compelling enough, but this one is no humdrum C4; this is the world-beating ZR-1.

And “rescue” is indeed the term we’d pick to describe what this one needs. You can see the moss growing in the window trim and the roof panels, and you can tell that it’s endured years of hard, rainy English weather.

Under that long, forward-opening clamshell sits this car’s tie to the British commonwealth: The fabled 32-valve, quad-cam, LT5 V-8. Smith spends the opening part of the show walking through the history of this engine, and just why it was so special in the C4 Corvette. You likely know the history, but in case you need a quick refresh: The engine was a blank-sheet design, massively complex relative to the single-cam, pushrod V-8s that had been in Corvettes up to this point. Lotus Engineering, owned by GM at this time, helped with the engine’s design, and Mercury Marine assembled the all-aluminum mill.

The resulting ZR-1 was the fastest Corvette yet, and a hallmark moment for a nameplate that has, throughout history, made quite a name for itself by punching above its weight. However, less than 7000 ZR-1s were built, owing to several factors working against it in-period.

Smith spends some time talking to Will, the owner of the car. Will shares his story of how he came to love American cars through time spent working harvests in North America, and notes that this ZR-1 is the fourth Corvette that he’s owned among other American cars, too. Will shares the all-too-common story about how the Corvette used to see regular use, but over time, and for practical reasons, it hit the road less and less. Then, as life got more complicated and expensive, he parked it entirely.

The car is finally seeing the light of day because Will is selling it to new owners, Llewellyn and Chris, who we meet part of the way through the video. The two are optimistic about the prospect of getting It running, despite the weathered state of the bodywork and the moss in the windows.

Smith goes through the car with the owners, and their appreciation for what this ZR-1 represented is obvious. The typical barn-find precautions are taken, from disconnecting fuel lines to prevent pushing nasty fuel further into the system to rocking the car to check seized brakes. They’ve brought a bore scope along to check the cylinders, and the news seems positive.

Throughout the rest of the video, you can sense the enthusiasm around every aspect of this car, from the state of various mechanical systems to the contraband they find inside the interior. (Check out that jacket!) Despite being unable to get the car running through clutch-dump starts or other measures, the pair remain optimistic about the potential here. Chris and Llewlleyn are planning to document the restoration process on their own YouTube channel, which should be fun to follow along with.

Seeing these sorts of cars saved from slow, unceremonious demises is always pleasing, but watching it happen in a faraway land, so clearly showing the global appeal of the Corvette nameplate, is even better. Best of luck to Chris and Llewellyn; we can’t wait to see the finished product.

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Chevrolet has announced 2025 model year updates for the mid-engined C8 Corvette. Among them are new exterior and interior colors, a new wheel design for the Z06, a new spoiler for the Z51 Performance package that normal C8s can spec, and more.

First up: the exterior colors. The 2025 Corvette will see two new paint colors join the fold. The first is Competition Yellow Metallic, a loud and boisterous tone that you can add to either the base C8 or the hybrid, all-wheel-drive Corvette E-Ray. The second tone is called Hysteria Purple Metallic, a deep indigo tone pictured below. Additionally, Sebring Orange will return for the 2025 model year.

Across all 2025 Corvettes, there’s a new interior color called Habanero, as well as a new blue accent stick for the black interior. Sadly, we don’t have pictures of either, but expect to be able to poke around what those might look like when the 2025 model-year configurator goes live at a later date.

Chevy’s high-performance, flat-plane-crank V-8-powered Corvette Z06 gets new shoes in the form of a new 10-spoke wheel, available in four finishes: Pearl Nickel, Gloss Black, Polished, or Bright Polished with Carbon Flash Pockets. No word on whether those wheels are tied to a larger package, such as the Z07 performance package, although because none of these appear to be carbon fiber, we expect they’ll be offered as stand-alone options. You can see the new wheels and the Sebring Orange paint on the image atop this story.

On the normal 6.2-liter LT2 V-8-powered Corvette Stingray, There will be a new spoiler design for the Z51 performance package that, according to Chevy, will “enhance the vehicle’s aggressive persona.” The Z51 performance package also includes performance suspension with manually adjustable threaded spring seats, Brembo high-performance brakes, a performance exhaust, an electronic limited-slip rear differential with a shorter 5.17:1 gear ratio, a heavy-duty cooling system, and more.

Finally, a few minor updates: Velocity Yellow will now be offered on brake calipers, joining bright red, edge red, edge yellow, and black as choices to give your C8 a little extra flair. Also, the leather steering wheel airbag cover will now be offered across the lower two trims of both the Corvette Stingray (1LT and 2LT) and the Corvette Z06 (1LZ and 2LZ).

No word yet on when the 2025 model-year Corvettes will be available in dealer showrooms, but we’d bet they aren’t far away.

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Ol’ Pete Brock sure had a way with a pen, didn’t he? His Shelby Daytona Coupes are some of the most gorgeous race cars to grace a track. What’s more, with the mechanical backing of Carroll Shelby-fettled 289 Ford V-8s and the underpinnings of a Cobra, these beauties carved their name in racing lore by cruising to the 1965 FIA World Manufacturer’s Championship, besting the likes of Ferrari by a longshot. In just two short years, the Daytona Coupes had amassed a pedigree more stunning than their bodywork. Just six Daytona Coupes were made, however, and with a reputation like that, they’re all but unobtanium now.

Luckily, a few small-scale manufacturers have tried their hand at recreating this iconic silhouette. Perhaps the most well-known is Factory Five, the kit-car company many turn to for replicas of not only the Daytona Coupe, but also the Cobra. Factory Five calls its Daytona rep the “Type 65,” and it’s a convincing tribute to the real deal.

If the idea of rolling to your next meet-up or track day in this nod to racing royalty sounds like something you could get down with, check out this 2016 Type 65, currently up for sale on Hagerty Marketplace.

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Factory Five began offering the Type 65 back in 1999, and in 2016 released the third-generation kit. Updates included additional cockpit space, an improved body shape, and a completely revamped, modernized space frame. According to Factory Five’s website, the third-gen car does not share a single chassis, panel, or body component with the previous gen-one and gen-two cars.

This third-gen Type 65, sporting Serial No. 180 out of the 482 built in 2016, was originally assembled by Wayne Presley of Very Cool Parts in Enterprise, Alabama, and was then acquired by the Hagerty collection right after. The car has remained in the Hagerty garage in Traverse City, Michigan, seeing only light use since arriving, according to the listing.

Features include a black powder-coated chassis, body cutouts, standard-width front lower control arms, coupe nose scoops, and air conditioning. Power comes from a Ford 347 cubic-inch small-block V-8 with Holley Sniper electronic fuel-injection system and dual side-exit exhaust pipes on either side of the vehicle. The engine mates to a Tremec T5 five-speed manual transmission, which spins the rear wheels through a 2015 Mustang differential with 3.55:1 gears.

Braking hardware is similarly stout. All four corners feature discs clamped by Wilwood calipers. Koni coil-over shocks handle damping duties. The Halibrand-style 18-inch wheels are wrapped in Michelin Pilot Sport tires measuring 275/35 ZR18 up front and 315/30 ZR18 at the rear, and a matching spare wheel and tire are included.

The car’s cabin features aluminum race seats with Simpson five-point harnesses, a factory roll cage, a fire extinguisher, and a quick-release steering wheel, meaning it should be ready to go if you were looking to tackle track days in it.

Recent service items include a new power steering pump and new gas struts for the engine cover. Known imperfections include a few paint chips and a small chip in the windshield.

With just 10,966 miles recorded at the time of the listing, this low-mile Type 65 might be your ticket to vintage racing delight, or, if nothing else, the perfect conversation starter at your next cars & coffee event. At the time of this writing, the leading bid sits at $15,500. The auction ends Monday, May 6, and with no reserve put on the car, it’s bound for someone else’s garage no matter what.

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The next chapter of Mercedes-Benz’s inimitable Geländewagen has finally arrived. Behold, the Mercedes-Benz G 580 with EQ Technology, a mouthful of a name that we invite you to skip, instead referring to the vehicle as “the electric G-Wagen.”

With 579 hp, 859 lb-ft of torque, an independently controlled electric motor for each wheel, and heaps of luxury- and off-road-minded tech, the G 580 with EQ Technology electric G-Wagen looks to poised to continue this nameplate’s prodigious capability and its halo-vehicle ethos. Let’s dig in.

The new electric G-Wagen sits atop a modified version of the steel ladder frame used by the gas-powered version. Modifications to the frame allow the massive, 116-kWh lithium-ion battery to sit inside the rails, helping to lower the G’s center of gravity, which is always a plus for an off-road vehicle. (A low C/G helps on-road, as well.) Mercedes hasn’t announced range figures yet, but it says that via DC fast-charging, the battery can go from 10 percent to 80 percent charge in as little as 32 minutes.

Mercedes went to great lengths to protect the pack from the sort of damage possible in hairy off-road conditions, the sort that this vehicle is designed to tackle. (More on that in a bit.) The battery pack is housed inside a torsion-resistant casing that uses a one-inch-thick carbon-fiber bash plate on its underside: surely an expensive piece to replace should you ding it badly enough. Mercedes engineers chose to use carbon not only because of the material’s strength, but also because of its light weight compared to a similar plate of aluminum or steel. The carbon plate, according to Mercedes, weighs just 127 pounds; a similar plate made of steel would weigh three times as much.

Immense off-road capability is part of the G-Wagen‘s ethos, and approaching the question of capability from an electric standpoint enabled engineers to employ some truly wild solutions. Each wheel on the electric G-Wagen is powered by its own 145-hp electric motor, the first time a series-production Mercedes has used “individual-wheel-drive.”

Two motors and a single inverter are fitted at each end of the vehicle in a housing that mounts to the frame. Each motor has its own transmission capable of a 2:1 gear reduction, thus giving you a low-range crawling ratio. Combined system output rings in at 579 hp and 859 lb-ft of torque, and Mercedes says the electric G-Wagen can hit 60 mph from a standstill in just 4.5 seconds. Top speed is electronically limited to 112 mph.

While the gas-powered G-Class employs actual lockers for the front, rear, and center differentials, such mechanisms aren’t needed on the electric one. Instead, the electric G-Wagen will feature “virtual lockers,” which will precisely meter out torque to each individual wheel on the fly to simulate certain locked-diff conditions. Control of these virtual diff-lockers is entirely automatic, meaning drivers won’t have to pick and choose which ends they want to be bound up in the middle of a hairy situation.

The suspension setup loosely mimics that of the gas-powered G-Class. The electric G uses an independent layout with double wishbones up front and a solid axle in the rear, just like the other Gs, but the rear axle on the electric one is a De Dion design, chosen because it better accommodates the electric motors. Adaptive, adjustable dampers will come standard on all electric G-Class models.

The sum capability of the new motor setup, the new suspension layout, and that low center of gravity afforded by the battery pack is thus: Mercedes says the electric G-Wagen can climb “100-percent” grades on “suitable surfaces,” which means it can scramble up 45-degree slopes. Ground clearance between the axles is 9.8 inches, and maximum fording depth is 33.5 inches: Both figures best those of the gas-powered G-Class. Approach, departure, and breakover angles are 32, 30.7, and 20.3 degrees, respectively. (Mercedes hasn’t yet released those stats for the gas versions.)

In addition to three on-road drive modes (comfort, sport, and individual), there are two off-road modes, “trail” and “rock.” Rock mode will trigger that 2:1 gear reduction mentioned earlier and restrict the vehicle’s top speed to 53 mph.

By programming each wheel’s motor to work independently, Mercedes’ engineers were able to work in some neat features that could be useful off-road—or at Hollywood curbside parties. The first is known as “G-Turn,” which will rotate the vehicle on the spot by turning the wheels on either side in opposite directions. It sounds useful in theory, but you can only activate it if your electric G-wagen is on a specific type of surface (flat, covered with a loose substance) and if you initiate a long, unintuitive sequence of vehicle commands. Safety is the best reason for this narrow use case, of course; but, despite Mercedes’ best intentions, we won’t be surprised if some owners scrub a few tires showing off the feature to their friends on pavement.

The next function is called “G-Steering,” which reduces the turning circle of the electric G by spinning each wheel’s motor to rotate the vehicle over the inside rear wheel, eliminating the need for multi-point turns in certain situations.

The modern G-Class is famous for cosseting its inhabitants in a truly lavish cabin, and the electric G-Wagen continues that tradition. All versions of the G 580 will feature the latest iteration of Mercedes’ MBUX infotainment system as standard. Here, the system will operate via dual 12.3-inch screens, one in the center and one in front of the driver.

There are unique features such as an “Off-Road Cockpit” that will provide an overview of the most relevant off-road information and allow quick access to functions that enhance this thing’s exceptional off-road capability. One such function is the “Transparent Hood,” which will utilize the 360-degree camera to project a virtual view of what’s in front of the vehicle, allowing the driver to precisely place the big G while navigating tricky parts of a trail.

When it arrives in the United States for the 2025 model year, the electric G—erm, G 580 with EQ Technology—will be offered in just one configuration, the “Edition One.” You can have yours in five paint colors: South Sea Blue Magno, Moonlight White Magno, Moonlight White Metallic, Arabian Grey, or Obsidian Black Metallic. Predictably, for a special edition vehicle, it will come with stylistic flourishes, such as blue trim inserts on certain exterior bits, blue brake calipers, blue carbon-fiber interior accents, and more.

Two packages that will be optional on later versions—the AMG Line and Night Package—will come standard on the Edition One. Between the two, upgrades include 20-inch AMG 10-spoke alloy wheels painted in black, tinted exterior lighting elements, black exterior mirrors, special Silver Pearl and Black Nappa leather for the interior, and more.

How much will all of this cost? Mercedes hasn’t released pricing information yet, but you can expect it to be priced like a luxury status symbol. For those fortunate enough to get ahold of one, what’s on offer looks sure to impress.

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No automaker knows the value of keeping a good thing going quite like Toyota. Its mid-size pickup, the Tacoma, is the undisputed king of the segment, regularly outselling competitors from the likes of Chevrolet, Ford, and Nissan at a rate of two- and sometimes three-to-one. Here in the States, the Tacoma’s best sales year came in 2021, when a seven-year-old truck sold more than 250,000 units. Last year, more than 230,000 left dealer lots. The closest competitor, Chevrolet’s Colorado, couldn’t even clear six figures in sales.

However, even the kings occasionally need to freshen their approach. Last year, Toyota announced that a new generation of the Tacoma—only the fourth in the nameplate’s nearly 30-year history—was coming. With it would be an all-new platform, modern powertrains, and fresh styling inside and out.

Lovers of the Tacoma’s reliable-as-a-hammer ethos met the news with cautious optimism, myself included. Would complexity dull the ubiquitous mid-sizer’s charm? Would new tech enlighten the experience, or draw it closer to lesser trucks that were trying every which way to outsmart Toyota’s stalwart?

We joined Toyota in sunny San Diego to ascertain a few answers. The two-day event was shockingly busy, with wheel time in everything from the 2025 Camry and the Crown Signia SUV to the 2024 Land Cruiser and the Tacoma. We had maybe an hour in the Tacoma, so what you’ll read below is a collection of surface-level impressions. We’ll line up longer tests of Tacomas in the coming months, so if your question isn’t answered here, bear with us.

Specs: 2024 Toyota Tacoma Hybrid

• Price: TRD Off-Road: $46,600 / $56,795 (Base/As-Tested), TRD Pro: $63,900 / $64,400 (Base/As-Tested), Trailhunter: $63,400 / $63,400 (Base/As-Tested)
• Powertrain: Hybrid, 2.4-liter turbocharged inline-four, eight-speed automatic transmission, 48-hp integrated electric motor, 1.87-kWh NiMH (nickel-metal hydride) battery
• Horsepower: 326 hp @ 6000 rpm
• Torque: 465 lb-ft @ 1700 rpm
• Drivetrain: Selectable 4×4 with two-speed transfer case
• Layout: Front-engine, four-door, 5-passenger body-on-frame mid-size pickup
• EPA-estimated fuel economy (city/highway/combined): TRD Off-Road: 22/24/23, TRD Pro: 22/24/23, Trailhunter: 22/24/23 
• Competitors: Nissan Frontier, Chevrolet Colorado, Ford Ranger, Jeep Gladiator, Honda Ridgeline

Before we dive in, let’s look at the big changes for the 2024 Tacoma, starting with two new powertrains: The first is a turbocharged, 2.4-liter inline-four that offers 228 or 278 hp and 243 or 317 lb-ft of torque, depending on what trim you spring for. The second, which Toyota calls i-Force Max, pairs the same engine with a hybrid system comprised of a 48-hp electric motor integrated into the eight-speed automatic transmission and a 1.87-kWh nickel-metal-hydride battery. Total system output for the hybrid is 326 hp and 465 lb-ft of torque. You can still get a manual transmission, but only on lower trims, and at the cost of a few ponies and lb-ft of torque.

Though certain lower trims still have leaf springs out back, most of the hotter variants of the Tacoma will now use a multilink setup with coil springs. All Tacomas will finally use disc brakes front and rear. There’s a new overlanding-focused trim called the Trailhunter, though the old apex predator, the TRD Pro, still remains. More on that one in a bit.

You cannot approach the new Tacoma without noticing the completely redesigned exterior. The newer model looks taller, more aggressive, and more athletic up and down the trim range. Toyota’s designers employed the usual tricks—complex surfacing, angular geometric corners, and menacing headlamps to craft something thoroughly of-the-times. I’m preferential to the simpler styling of the outgoing model but won’t argue with anyone who finds this one more appealing.

The newer Tacoma adds between three and four inches of height over the outgoing model, and although front-row headroom in the cab remains exactly the same according to spec sheets (39.7 inches, new and old), the newer cab feels friendlier for long-haul jaunts. Folks knocked the older Tacoma’s stout cab for the way it made you feel like you were sitting almost on the floor with your legs kicked out in front of you; the new cab remedies this sensation, though not entirely. The seating position now strikes a nice middle ground between being tucked into a bunker and perching atop a barstool.

We scored about a half-hour behind the wheel of a TRD Off-Road on the highways and roads leading out to the ranch that served as home base for the event. Despite its fabled reliability, the older Taco’s drivetrain was a dog; passing required plenty of forethought and a stiff kick to drop multiple gears and summon the twist needed to sidestep slower traffic. The new hybrid combo in the truck we sampled required no such hesitation. Just point, squeeze, and let the electric motor and turbocharger build a wall of torque in short order.

That wall of torque also came in handy later in the day, when I got behind the wheel of the Tacoma TRD Pro on an off-road course that Toyota built to show off this trim’s new persona. In the previous generation, the TRD Pro felt caught between wanting to take the fight to the likes of the Chevy Colorado ZR2 with high-speed desert hijinks and playing the ultimate blank canvas for high-budget overland builds, which often plod along at slower speeds. Thanks to the debut of the Trailhunter trim, which is squarely aimed at the latter scenario, the TRD Pro can now focus on excelling at the former.

Trim-specific Fox internal-bypass shocks relish bombing over rough terrain at alarming speeds and soaking up jumps, both of which we had the chance to attempt. Shock absorbers on seatbacks might sound gimmicky, but the TRD Pro’s seats felt like they shielded my spine from enough of the battering undertaken by the rest of the truck to at least dispel the notion of false functionality.

On a particularly bumpy portion, you could see the truck’s hood shake violently, almost concerningly so. When I asked about this later, Sheldon Brown, the Tacoma’s chief engineer, noted that these were early-production trucks, and that a fix was already in the works for the hood. Make of that what you will.

The overlanding crowd will find a lot to like with the new Tacoma Trailhunter. An ARB co-developed lift kit with Old Man Emu shocks comes standard, as does a special steel rear bumper. (Note: The TRD Pro also gets the ARB bumper, but not these OME shocks.) The truck feels extra capable thanks to a standard electronic front sway-bar disconnect mechanism and an added 2 inches up front and 1.5 inches in back of ground clearance. All Trailhunters will be crew cabs (Toyota calls them Double Cabs), but notably, you can get a Trailhunter with either a five- or six-foot bed.

For kicks, I took a long-bed version through the crawling course that featured small rock gardens, plenty of tight turns, and obstacles that hoisted a wheel into the air. Despite the longer wheelbase, (145.1 inches vs. 131.9 inches), the Trailhunter made short work of every obstacle, no doubt aided by the many camera views offered as part of the MultiTerrain Monitor system that will come standard on this trim. The standard 33-inch tires and heaps of underbody armor, including trim-specific rock sliders that can support up to half the GVWR (gross vehicle weight rating; in our case, as much as 6835 pounds), also helped.

The long and short of my time in the three versions mentioned above is this: The new Tacoma, specifically as a hybrid, finally boasts capability that feels on par with the competition. What’s more, Toyota’s engineers and product planners have really leaned into the various personalities that the truck’s owners project onto it. We’ll reserve comparisons between the hybrid and non-hybrid versions of the new truck until we’ve had a chance to drive the latter, but in a vacuum, the i-Force Max system feels well-suited for the next chapter of the Tacoma’s life.

That is, for folks who can stomach the prices. Holy moly, is this thing expensive. The Tacoma TRD Off-Road we took to the ranch rang in at $56,795. The Trailhunter in which we wriggled over the hillsides? That one will run you $63,400. The TRD Pro, meanwhile, commands $64,400.

Some additional context: Chevy’s Colorado ZR2, the truck at which the TRD Pro feels aimed, starts around $48K. A few options can kick it into the mid-50s, still well below the ask for a TRD Pro. Ford finally bestowed the Raptor ethos—the OG in this relatively new performance truck segment—upon the Ranger; that one starts around $58K, also less than the TRD Pro.

Lower-trim Tacomas can be had for sums in the high-$30K range or even the mid-$40K range. That hybrid TRD Off-Road starts at $46,600, but will clear $50K with relative ease. You’re not alone in wondering if some buyers might be better off just stepping up to a modestly optioned full-size pickup at those prices.

But when you talk to most prospective mid-size truck buyers, their first answer is almost always Tacoma. Often, there isn’t a second answer. Despite being older than its competitors, previous-generation Tacomas often commanded higher MSRPs, even when new. A glance at the used market shows that the “Toyota Tax” is alive and well in the mid-size space. Higher MSRPs haven’t prevented the Tacoma from handily outselling competitors before.

Perhaps Toyota is looking to the Tacoma to offset some of the untold sums that went into developing the TNGA-F platform that now underpins all its body-on-frame vehicles. Maybe it’s choosing to cash in on the Tacoma’s notoriety here at the start of chapter four. Whether or not the consumer will be willing to fork over this kind of scratch remains to be seen, but don’t be shocked if the new Tacoma picks up right near where the outgoing model left off, sales-wise. Even if it’s not for you, it’s no use denying that the 2024 Tacoma is anything other than a remarkable step forward.

2024 Toyota Tacoma Hybrid:

Pricing: TRD Off-Road: $46,600 / $56,795 (Base/As-Tested), TRD Pro: $63,900 / $64,400 (Base/As-Tested), Trailhunter: $63,400 / $63,400 (Base/As-Tested)

Highs: Hybrid drivetrain kicks out serious performance, improved seating position, trims that better focus on what many types of Tacoma fans want to do with their trucks

Lows: Lordy, does this thing get expensive, busy exterior styling.

Summary: Whether or not fans will agree with the commensurate price leaps remains to be seen, but at long last, the additional cost feels like it went into tangible aspects of the fourth-generation Tacoma.

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The post First Drive: 2024 Toyota Tacoma Hybrid Is a Radical Leap Forward—and a Spendy One appeared first on Hagerty Media.

April 17 marks sixty years since the Ford Mustang’s public debut at the 1964 New York World’s Fair. The original pony car immediately became a pop-culture and automotive phenom, and it remains one of the most impactful cars in history. We’re celebrating with stories of the events surrounding the Mustang’s launch, the history of the early cars, and tales from owners. Click here to follow along with our multi-week 60 Years of Mustang coverage. -Ed.

Cynics call this one the “rental spec.” They would have you believe that the modern Mustang EcoBoost, thrust on stage sans its V-8 Viking helmet, is forever relegated to that endless grey blah world in which the Hertzes and Enterprises slither. The brightest spots in a car’s history tend to claim the column inches, and by extension, they tend to write the lore heavily in favor of themselves. In the case of the Mustang, that means the V-8s. Everything else just becomes fleet fodder in the eyes of enthusiasts.

Shame, that. This is not your Mustang II‘s four-pot, nor a wheezy, compromised Fox-body. Ford’s current 2.3-liter turbocharged EcoBoost four-cylinder makes 85 more horsepower and 70 more lb-ft of torque than the fastest factory Fox-body. It can return nearly 30 mpg at interstate speeds, with enough scoot on tap to make passing a cinch.

If this is a rental spec, ask yourself: How on earth can that be viewed as a bad thing?

Ford has sold more than 10 million Mustangs worldwide. Most have never seen stoplight launches or off-camber apexes; they’re just cruisers. When we reached out to Ford to line up a modern Mustang for a week on Michigan’s roads, we asked for a cruiser—an everyman spec, hewn as close as Ford could manage to those 1964 World’s Fair cars.

Weeks later, a 2024 Mustang EcoBoost Premium Convertible rolled up to our Ann Arbor, Michigan office, and off we went. To our car’s $44,185 base MSRP, five options added $5915 of additional cost: Rapid Red Metallic paint, $495; a Bronze appearance package (bronze pony logos, bronze 19-inch wheels) another $995; Equipment group 201A (12-speaker B&O sound system, voice-activated navigation, illuminated door sill scuff plates, and more) tacked on $3000; An active valve performance exhaust, $1225; and fancy floor mats, $200. All told, ours rang in at $50,100, including a $1595 destination fee and a $645 “acquisition fee.”

The build sheet reads suspiciously like the efforts of someone determined to sidestep the “rental spec” label, which is fine; media testers are rarely modest. That deep red paint does wonders for the car’s curb appeal, highlighting the new bodywork just so. Ditto the Bronze appearance package, which is a must in our eyes.

Specs: 2024 Ford Mustang EcoBoost Convertible Premium

• Price: $44,195/$50,100 (base/as-tested)
• Powertrain: 2.3-liter turbocharged four-cylinder, 10-speed automatic transmission
• Output: 315 hp, 350 lb-ft (with premium fuel)
• Layout: Front-engine, rear-wheel-drive, two-door, four-passenger convertible
• EPA Fuel Economy: 22 mpg city, 33 mpg highway, 26 mpg combined
• Competitors: Dodge Charger, Subaru BRZ, Toyota GR86

As we noted in our first-drive review of the Mustang EcoBoost, calling this seventh-generation car “all-new” is a bit of a stretch, but astute passers-by will see that much of the exterior sheetmetal is indeed revised. The new car’s nose appears flatter and wider, more crouched to the ground. Sharp hips protrude just aft of the doors and harken back to the original pony’s flanks. The forward-canted bodywork on the car’s rear looks decent from the side, but the three-quarter and dead-on views reveal a pinched, too-tight confluence of lines. We preferred the caboose of the sixth-generation, S550 car.

The main justification for anointing this car as belonging to a new generation is the interior. Ford proudly touted the “video-gamification” of the Mustang’s cabin, headlined by a new dashboard that sports two massive screens laid side-by-side to handle infotainment and instrument cluster duties.

Parts of the new user experience are made better, such as the instrument cluster that can display the gauges of a Fox-body Mustang in the name of nostalgia or a smart dual-zone layout on the center screen that allows both Apple CarPlay and another piece of information from Ford’s Sync 4 infotainment software to display concurrently.

Other parts leave something to be desired, such as a climate control interface that, when asked to change anything, jumps up from the bottom bar to take over large chunks of the screen, only disappearing after you tap off elsewhere or cease touching the screen entirely for a bit. Nevertheless, this touchy tech is hot with the youths, and as Ford attempts to woo those buyers, the changeover seems prudent.

Those same younger buyers probably won’t groan at the thought of a four-cylinder, since basically everything gets one nowadays, including full-size pickups. On 91-octane gas, the 2.3-liter produces 320 hp and 350 lb-ft of torque, which is plenty to make things interesting when you desire. Even with regular, the car is plenty peppy. Our car did without the High Performance package, a $3475 bundle that nets a shorter 3.55:1 Torsen limited-slip rear end, upgraded suspension components, Brembo brakes, that kitschy electronic drift brake, and paddle shifters, among other things. Sans the paddles, you’re left with no way to call up specific gears, which takes away some of the urge to wring the car’s neck.

Again: cruiser spec, or rental spec if you’re untrusting of most yahoos on the road.

If you do decide to get your knuckles out, however, the car comes alive in a charming way. The transmission doesn’t stumble or dump you into the wrong gear, and the long wheelbase allows for predictable, creamy little slides. This is still a fun car to hustle, even if some inputs can’t be accessed.

Part of what makes it fun to hustle, however, also detracts from more modest driving. The steering feels too sharp in normal mode, with a small on-center spot that impedes the car’s ability to settle into the background and chow asphalt. Dial it back to comfort mode and things improve, but you’ll wish that comfort was the baseline, not something to seek out. Before you leave the dealer lot, spend some time setting up your custom mode via the button with the Mustang icon on it below the center screen. Our recommendations: Comfort steering, quiet mode for the exhaust—more on that in a moment—and normal mode for the throttle mapping.

On our car’s order sheet, the active valve exhaust is the first thing we’d ditch. It may make cold starts sound more menacing, but inside, an inescapable booming resonance at low RPMs will hamper your cruising enjoyment. We thought dropping the top might remedy the situation, but alas, it did not. The best move is to switch the exhaust to mute mode (which still doesn’t entirely eliminate this drone) and try to stay out of the 1500 rpm range, a task easier said than done around town.

The exhaust also nets you dual tips at each corner, which to the aforementioned yahoos on the road, hints that you’ve got a GT with the V-8 under the hood. Expect roll-race invites that you didn’t ask for. The latter of these qualms is remedied with a measured hand in the configurator, and you can probably get used to the former.

The rest of what’s here has an immutable charm that seeps into your bloodstream quickly. Point the long, sculpted hood of the Mustang down an interstate, turn on some twangy bluegrass, and hoover up miles like salted almonds.

And while the experience is pretty good with the top open, fresh-air cruising is where this car really hits its stride. That power-folding top lasted all of four minutes once we’d exited the highway near Traverse City. The remaining 40 minutes of drivetime were spent al fresco, heat cranked, totally absent regard for the 48-degree, cloudy weather. (Did Mother Nature make me pay the following Monday by dousing the roads in snow and nearly stranding me at the bottom of my heavily inclined driveway? Listen, perhaps. But that’s certainly not the Mustang’s fault.)

If you want to knock the seventh-generation Mustang for being not much more than fresh dressing atop reheated bones, I suppose I can’t fault you. But I humbly offer this food for thought: This car’s new interior could indeed rope in younger buyers who love their tech above all else. If it’s not for you, great news: You can get largely the same driving experience with buttons and a more analog interface—now at used car prices!

Ford had a choice with the 2024 Mustang: Throw up its hands and blame emissions regulations/the march of progress/changing market tastes, sending the pony car as we know it to the big parking lot in the sky—like a certain cross-town rival did—or adapt it, preserve the charm, and trust that despite current challenges, the nameplate would have what it takes to press on for another chapter.

As it has done so many times over sixty years, Ford chose the latter. Whether you receive the keys from a rental counter or over a dealership desk, you’ll be glad this charmer is still kickin’. We know we sure are.

2024 Ford Mustang EcoBoost Convertible Premium

Highs: New interior feels correctly targeted at younger buyers, still a top-five top-down cruising machine. Can we say that the Mustang still being around in this form is a high?

Lows: Active valve exhaust drones incessantly at common speeds, steering that’s too sharp for normal mode.

Takeaway: Sixty years on from the nameplate’s world debut, Ford shows that it still knows how to make the pony car sing. Here’s to sixty more.

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Competency across the automotive industry is at an all-time high. Fast cars have never been faster. Efficient cars have never been more efficient. Trucks have never been truck-ier. And SUVs have never been more utilitarian. Mission briefs have been iterated and focused-grouped to an exacting endpoint, and consumers are the better for it. Despite that relative excellence across the board, a few nameplates have simply been doing “great” for longer. Within the midsize sedan segment, that descriptor may best be applied to the Toyota Camry.

Long the poster child for quiet, competent transportation, the Camry has never sparked the driving fanatic in us the way, say, the Mazda 6 did. Former editor-at-large Sam Smith described the previous, eighth-generation Camry as “beige excellence,” a damning accolade, but also, the more you thought about it, a noble one, too.

Toyota’s stalwart sedan, the king of its domain, is now in its ninth generation. Headlining the generation is a new drivetrain layout, the fifth-generation Toyota Hybrid System (THS 5) that will power all Camrys—the first time we’ve seen this model go entirely hybrid. Though it rides on the same TNGA-K platform as its predecessor, the Camry now sports new exterior and interior styling plus a host of tuning tweaks, some of which we’ll delve into later.

Specs: 2025 Toyota Camry XLE AWD

• Price: $36,020/$40,780 (Base/As-Tested)
• Powertrain: Hybrid 2.5-liter four-cylinder gas engine with three electric motors (two in the front, one on the rear axle)
• Combined Output: 232 hp
• Layout: All-wheel-drive, four-door, five-passenger sedan
• EPA Fuel Economy: 46 mpg city, 46 mpg highway, 46 mpg combined
• Competitors: Honda Accord Hybrid, Hyundai Sonata Hybrid

Toyota has simplified the trim lineup for the new car, now offering LE, SE, XLE, and XSE variants. While in San Diego to sample an array of Toyota products, we got to wheel the XLE and XSE. The two models represent higher-spec versions of the Camry’s core personalities—”luxury” with the XLE and “sport” with the XSE. The XLE rang the register for $40,780, while the XSE ran to $41,295.

Toyota’s decision to make every Camry a hybrid feels significant but smart. The automaker has nearly three decades of hybrid experience that it has been able to apply to this fifth-generation system, which pairs a naturally aspirated 2.5-liter inline-four with a CVT transmission and two electric motors up front to offer 225 horsepower to front-wheel-drive Camrys.

All Camrys will now also offer all-wheel-drive as an option, instead of siloing the feature into certain drivetrains, as Toyota did in the outgoing version—one of the benefits of simplifying from three engines (four-cylinder, six-cylinder, four-cylinder hybrid) down to one.

In the new AWD models, instead of a mechanical connection between the front and rear wheels, the all-wheel-drive system uses an additional electric motor on the rear axle that kicks on when extra traction is needed. AWD Camrys also get a slight bump in power, up to 232 hp. (Note: The additional output doesn’t come exclusively from that third electric motor; think of these hybrids as having a “pool of power” to draw from. The third motor, with the help of some technical tuning, makes the pool seven ponies larger.)

Technical jargon aside, know this: When you force all buyers into a hybrid drivetrain, your engineers then have to make the system feel as natural as possible. Hand-offs between gasoline and electric motors must feel almost imperceptible, as must the juggling act of switching from coasting regeneration to braking regeneration to actual brake pad application.

Dancing through this complex web of parameters is tricky, and Toyota’s engineers spent extra time on the feel of the braking system, adding an additional pump to the brake booster to help blur the line between regenerative braking and the natural feel of a pedal squeezing calipers. Though pedal feel is still a touch indirect, the handoff between regen and real squeeze is entirely invisible, something you can appreciate when crawling along in highway traffic on commutes.

Juggling the tasks of charging the battery, powering the wheels, turning on and off, and all the in-betweens has, in the past, been a real pitfall of most hybrids—even those from Toyota. Now, unless you’re searching for it, those switches happen almost entirely in the background. The four-cylinder and CVT pairing are still raspy when you boot it, but even that noise is more subdued than it used to be.

A little bit of music bumping through the XLE’s optional nine-speaker JBL audio system (part of a $4760 package that also netted a head-up display, vented front seats, a panoramic glass roof, and more) drowns any engine drone out entirely.

At which point you’ll reach the Camry’s zenith. This side of $80,000, no vehicle commutes as effortlessly. The quiet, remarkably efficient hybrid drivetrain returns between 44 and 51 mpg, depending on your configuration. The Camry XSE AWD, the least efficient model (44 mpg combined), manages to match the combined mpg rating of the 2024 Accord Hybrid Touring, even though the latter is front-wheel-drive only. The acoustic-laminated windshield and front-row windows seal out enough of the outside world’s dull roar to make drives feel additive, not diminishing.

The cabin now features redesigned, more comfortable front seats as well as a new trim design that, on the XLE, makes use of a textured knit material that Toyota calls “Dinamica.” Its application on the dashboard and door cards provides a premium feel, although it still falls a touch short of the Accord’s living quarters.

Although the Accord Hybrid is nearly an inch wider than the Camry, the latter still feels like it makes better use of its space. The past two generations of Camry, in particular, have felt wide from behind the wheel, but in a good way. This new one continues that trend. Second-row seating is as lavish as in the front row, which is great considering the likelihood that many new Camrys end up as taxis or Ubers.

For those Camrys not destined for the ride-share realm, the XSE grade might entice a few buyers with its more athletic presence. The XSE gets unique color-matched mesh for its lower front fascia, as well as a lower “splitter” and rear bumper treatment. It also gets a racy red leather interior, which I’d bet will be this car’s most divisive feature.

The athleticism extends beyond the skin, too. The Camry SE and XSE also get unique suspension tuning with a larger front roll bar and unique dampers for better handling. We threw an XSE AWD around some winding roads just north of the Mexico border and found the car to be rather playful, if you’re willing to wrestle with it. For the 40 future Camry XSE owners who attempt to hustle their car, rejoice: It’s more fun than expected.

But sticking within the Camry’s core competency feels like the better move, which is why the Camry XLE gets our nod. The surprisingly fun interior (which still features plenty of buttons and knobs!) paired with a driving experience that asks nothing of you, even over several hundred miles, was a reminder of why this nameplate remains top of the pile, even if it is a shrinking one.

As I was preparing to write this review, I talked with executive editor Eric Weiner, who had recently spent time in the Accord Hybrid. We were comparing notes when he hit me with this line: “The Camry just sort of does everything well.”

Couldn’t have said it better myself.

2025 Toyota Camry XLE AWD

Price: $36,020/$40,780 (Base/As-Tested)

Highs: Jack of most trades, master of mile-munching. Nearly imperceptible hybrid drivetrain, as it should be. “Fun” and “interior” are not words we’d normally pair for a Camry, but the new one embraces the combination.

Lows: Free-breathing four-cylinder can still be drony if you’re listening hard. Your loud friend will probably knock you for buying something “boring.”

Summary: Sometimes it’s fine to let your sensible side win. The Camry won’t let you down, kind of ever. This new one takes a great foundation and builds upon it to make something even better.

***

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The post First Drive: The 2025 Toyota Camry Is Ruthlessly Competent appeared first on Hagerty Media.

The phrase “if you know, you know” tends to get thrown around too much, but in the case of the Toyota Land Cruiser, the adage works. Toyota’s prolific off-roader has conquered pretty much every continent, garnering a cult-like fandom from here to Tokyo to Timbuktu.

In the States, however, before its departure from our shores in 2021, the Land Cruiser had been trending toward being a fringe vehicle. Prices had crept north of $80,000 in the late 2010s, and by then it was more than a decade old. When the massive, V-8–powered J200 Series Cruiser did finally depart, there was a collective moan from the nameplate’s fans—even if only a few hundred actually held the cheese to buy one.

It’s little surprise, then, that news last August of the Land Cruiser’s return to our shores was cause for celebration among Toyota faithful. Even if the new vehicle was a radical departure from Cruisers past and no longer quite the halo ride in a world-famous lineup of off-road vehicles, North American enthusiasts would once again have access to this cherished nameplate.

We flew to San Diego to join Toyota at a ranch a few miles from the Mexico border for a product blowout at which we’d drive the new Land Cruiser, Camry, Tacoma hybrid, and see the new 4Runner. (Many on-site jokingly referred to it as “The Real Toyotathon.”) We were eager to see if a hybrid drivetrain and half as many cylinders as its predecessor would tarnish the Land Cruiser’s appeal. Though our time with the new Land Cruiser (Toyota calls this one the J250) was brief, we walked away with plenty of thoughts. Let’s dive in.

The first thing you notice walking up the new Land Cruiser is its styling, particularly when examined in contrast to the other vehicles that share Toyota’s TNGA-F body-on-frame platform. In addition to the Land Cruiser, those bones underpin everything from the Tundra and Sequoia to the 4Runner, the Tacoma, the Lexus GX 550, and the LX 600.

Even relative to the Lexus vehicles, the Land Cruiser’s styling is distinctly subtle, far less angular and aggressive than anything else on this frame. There’s a sense of confidence in the looks of the Land Cruiser, while the other offerings may render as a bit try-hard.

As Toyota tells it, that’s because this is a more globally focused vehicle than other TNGA-F offerings, which are aimed more specifically toward the North American market. The J250 had to fit a far broader styling brief than the other Toyotas, thus the more subdued sheet metal. For some, that will be a plus; for others, the J250 might feel boring. (I fall decidedly into the camp of the former.)

Specs: 2024 Toyota Land Cruiser

• Price: $63,345/$68,645 (Base for mid-tier “Land Cruiser” grade / As-tested for “Land Cruiser” grade)
• Powertrain: Hybrid, 2.4-liter turbocharged inline-four, eight-speed automatic transmission, 48-hp integrated electric motor, 1.87-kWh NiMH (nickel-metal hydride) battery
• Horsepower: 326 hp @ 6000 rpm
• Torque: 465 lb-ft @ 1700 rpm
• Drivetrain: Full-time 4×4 with two-speed transfer case, standard locking center and rear differentials
• Layout: Front-engine, four-door, 5-passenger body-on-frame SUV
• EPA-estimated fuel economy: 22 mpg city, 25 mpg highway, 23 mpg combined
• 0–60 mph: 6.5 seconds (est.)
• Competitors: Toyota 4Runner, Jeep Wrangler, Ford Bronco, Lexus GX 550

Unlike the 4Runner or the Tacoma, you can only have your Land Cruiser with a hybridized 2.4-liter turbocharged four-cylinder producing 326 hp and 465 lb-ft of torque. That powertrain configuration is offered on the other two, but so are gas-only versions.

We didn’t get a chance to drive the Land Cruiser on the road, but we did get plenty of time bouncing this system through rock gardens and trails. While it sounds a bit tractor-like from the outside—almost like a little turbodiesel at times—the powertrain stays mostly out of the way off road. Torque from the 48-hp electric motor integrated into the transmission’s bell housing was subtle enough to be unnoticeable, bridging the gap between idle speed and the engine’s peak torque—which arrives below 2000 rpm—nicely.

All Cruisers get full-time four-wheel drive and a two-speed transfer case with high/low ranges, along with locking center and rear differentials as standard. Dropped into four-low, the Cruiser made short work of dusty climbs, off-camber corners, and obstacles built to hoist a wheel into the air. We clamored over everything with just the center diff locked, which hinted at just how capable this thing is right out of the box.

Spring for the pricier of the two core trims, simply called “Land Cruiser,” and you’ll get access to an electronically disconnecting front sway bar, as well as Toyota’s Multi-Terrain Monitor system, which offers front and side camera views to make positioning the J250 a cinch. The lower-grade Land Cruiser 1958 does without those added tricks but was no less capable off-road, even with the blandest, road-grade (Yokohama Geolandar X-CV all-seasons, if you care) tires we’d ever seen on something offering real four-wheel drive. Expect more aggressive tires to be offered somewhere down the line.

We’ll have to wait to sample a Land Cruiser for a longer period on roadways to say much about the eight-speed transmission, but it displayed no glaring faults as we trundled up and over the rattlesnake-infested hills south of San Diego.

Is the new powertrain more charming than the 5.7-liter, all-aluminum V-8 the J200 offered? That feels like a stretch, but there’s no denying it is markedly more efficient (the J250’s 23 mpg combined vs. 15 mpg combined in the J200). The aural appeal and character of the engines powering these Toyota brutes have never really been part of the selling proposition anyway. You buy one because it continuously proves itself the best candidate to roll over 300,000 miles without much issue. Time will tell if the new arrangement can offer the same promise, but we’ll give Toyota a longer leash than most competitors here.

Blessedly, the Land Cruiser’s interior came off as the sort of place you would happily spend 300,000 miles in. Scores of buttons—real ones!—adorn the center stack and console, controlling HVAC, drive modes, diff lockers, and more. We’ve known for a while that throwing controls into touch screens is a cost-play first and foremost, with any thought on longevity coming later on in the decision tree. Toyota’s choice here to stick with buttons feels noteworthy, as if the automaker still has an eye toward the way its vehicles will look, feel, and operate a decade-plus down the road.

Indeed, most of comprises the J250 in terms of mechanicals and styling feels pretty buttoned up. More of a question mark is how the new Land Cruiser will be received by would-be buyers, particularly when you look at the other offerings within Toyota’s own lineup—and those of its fancier sibling, Lexus.

The 2024 Land Cruiser 1958, the bottom rung of a three-step ladder, starts at $57,345, including a $1395 destination and handling fee. For that money, you get the charming round headlights, a 2400-watt AC inverter, and all the capability of locking center and rear diffs plus a real 4×4 drivetrain. But you also make do with manually adjusted fabric seats, no moonroof or Multi-Terrain Monitor, a tinny six-speaker audio system, and other touches that make this trim feel rather agrarian.

The middling grade, simply called Land Cruiser, is where the niceties begin. You’ll get power-adjusted seats clad in SofTex, Toyota’s faux leather material engineered with ease of use and cleaning in mind. You’ll get access to those cameras from the Multi-Terrain Monitor, a larger center screen (12.3 inches vs. the 8-inch one in the 1958 grade), more speakers, and added capability thanks to the electronically disconnecting front sway bar.

This trim feels like the clear volume seller, but it starts at $63,345. If you tack on the Land Cruiser Premium Package, a $4600 bundle that nets you a 14-speaker JBL audio system, a power moonroof, a wireless charging pad, a head-up display, and more, you’re suddenly looking at almost $68,000. The top of the line is the Land Cruiser First Edition, limited to 5000 units, which adds leather seats and much of the content of the Premium Package. It comes in at $76,345. Gulp.

Problem is, for just a few hundred more than a J250 with the Premium Package, you could score a Lexus GX 550 Overtrail that offers much of the same capability off-road, a far nicer interior, and a twin-turbo, 3.4-liter V-6 that boasts more power (349 hp vs. 326), more torque (479 lb-ft vs. 465), and roughly 3000 pounds of additional towing capacity. Those trying to stretch their dollars in this space will spring for the Lexus; it’s just too good to ignore.

Then you have to examine the other box in the room, the similarly sized and hotly anticipated 4Runner. The 4Runner has more nameplate equity here in the States, and while pricing information won’t be available for a while yet, we’d bet you’ll be able to score a good chunk of the Land Cruiser’s capability for a few thousand less.

While skeptics may see this overlap as nameplate infighting among the TNGA-F offerings, Toyota insists it’s actually an advantage. The company still views the Land Cruiser as a halo product, even if it now hews much closer to the other products it supposedly lords over.

Reading between the lines, I don’t think anyone at Toyota is expecting the Land Cruiser to unseat the 4Runner as the North American king of TNGA-F. That’s probably fine. The appeal will probably come from knowing that you’re part of a global club enjoying one of the most prolific vehicles ever to huff dust, which is plenty for some.

Wherever you fall on these hypotheticals, I’ll leave you with this: American dealer lots with Land Cruisers on them are better than those without. If you do decide that the Cruiser is right for you, you’ll catch no guff from me. Maybe just a hat tip.

After all, if you know, you know.

2024 Toyota Land Cruiser

Price: $63,345/$68,645 (Base for mid-tier “Land Cruiser” grade / As-tested for “Land Cruiser” grade)

Highs: Delightful styling wholly distinct from anything else on the TNGA-F platform, capability worthy of the nameplate’s lofty ideals—even wearing full-on street tires. Thoughtful interior that, like the rest of the vehicle, feels crafted with an eye toward the next decade.

Lows: The pricing ladder gets dicey quickly. Cannibalization from siblings is a real threat, especially for indifferent buyers. Crying out for chunky A/T tires, though we’d bet those are coming.

Summary: That the Land Cruiser is back is cause for celebration. That it’s offered alongside so many compelling siblings might not be. Still, for the die-hards, there’s a lot to like.

***

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Mention the overlanding space, and someone is sure to bring up the Toyota 4Runner. The stalwart Japanese off-roader is a fan favorite for its capability, its rugged dependability, and the massive aftermarket that supports it.

Toyota has taken notice of the way its products are increasingly used, not to mention the chunky margins of that supportive aftermarket. Enter the 4Runner Trailhunter, a new, range-topping grade for the all-new, sixth-generation SUV that should offer the ultimate canvas upon which to paint your overlanding adventures. (For a full rundown of the new 4Runner, click here.)

As with the Tacoma Trailhunter, imagine the 4Runner Trailhunter as a nice “stage one” setup for common overlanding modifications. Toyota proudly touted its collaboration with several popular aftermarket companies in the development of the Trailhunter. Let’s dive into what makes this thing so exciting.

Tires and suspension are often the first things budding overlanders will turn their attention to when building a rig. The 4Runner Trailhunter has already seen to that; 2.5-inch forged shocks from Old Man Emu, a subsidiary of overlanding company ARB, replace the more modest units found in lesser 4Runners. The shocks feature external piggyback reservoirs in the rear to better manage the rigors of off-road adventuring.

Tire-wise, this beast will offer 33-inch Toyo Open Country A/Ts, likely the same rubber found on the Lexus GX 550 Overtrail. (Toyota and Lexus co-developed the tires with Toyo for the GX 550; we’d expect part of that mission brief was also a nod to the upcoming 4Runner Trailhunter.) With the tires and shocks, the 4Runner Trailhunter features extra ground clearance front and rear.

Underbody and rocker protection are a common next step for rig builders, and here again, the Trailhunter delivers. As seen on the teaser image released yesterday, the 4Runner Trailhunter will get rock sliders to protect the rocker panels in between the front and rear wheels. It also scores a bunch of high-strength steel underbody armor to prevent rocks from punching where they’re not wanted while out on the trail.

All 4Runner Trailhunters will be powered by the hybridized version of the 2.4-liter, turbocharged four-cylinder. That powertrain pairs a 48-hp electric motor integrated into the eight-speed automatic transmission with the gas burner and a 1.87-kWh nickel-metal hydride (NiMH) battery to combine for a total system output of 326 hp and 465 lb-ft of torque. To ensure the engine is breathing cleaner air, the 4Runner Trailhunter will be fitted with a low-profile snorkel-style air intake as standard.

Up front, the Trailhunter will get a more heritage-minded grille with bronze T O Y O T A lettering and an integrated 20-inch LED lightbar, as well as color-selectable LED fog lamps from Rigid Industries, a long-time partner of Toyota. (Previous-gen Tacomas and 4Runners also offered Rigid fog lamps.) There’s also a roof rack co-developed with ARB to strap down your extra adventuring tools such as shovels, saws, or even a rooftop tent or awning.

Inside, a 2400-watt AC inverter will provide power to two areas in the cabin as well as the cargo compartment out back. In what we think is a brilliant touch, Toyota engineers also included three auxiliary switches that are prewired to different areas of the vehicle, so that installing whatever gadgets you decide on next—solar panels, extra lighting, an air compressor to air up/down your tires at the trailhead—will be less of a hassle. (Ford’s Bronco offers a similar option, although in the Bronco you can get up to six pre-wired switches.)

While this much capability and content won’t come cheap, the 4Runner Trailhunter looks like a remarkably solid platform right out of the box, which is the whole point. Sure, die-hards and more budget-conscious, intentional builders still may opt for a lower-grade model like the TRD Off Road or TRD Pro upon which to develop their rig, but there are likely a lot of buyers who will welcome something this well-equipped from the get-go, MSRP notwithstanding.

What’s important here is choice. Remember, the 2025 4Runner will offer nine different grades. Toyota seems very intentional about trying to meet would-be buyers at all sorts of price points. It may not be for you, but the 4Runner Trailhunter is probably going to be a hot-ticket item, especially if these current trends surrounding off-roading and adventuring/overlanding continue. (Spoiler alert, they will.)

***

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Toyota has finally dropped the curtain on the sixth-gen 4Runner, signaling the next chapter for a cult classic that doesn’t get to use the term “new” all that much—”all-new,” even less often.

The last “next chapter” appeared in 2009. For the next 15 or so years, 4Runners trundled off dealer lots by the tens of thousands, the model’s popularity seemingly unaffected by its “outdated” platform: Since 2011, Toyota has sold more than 100,000 4Runners each year in the United States. Sales of the fifth-gen peaked at 144,696 in … 2021. The 4Runner is that rare case of a modern vehicle that gets more charming with age, and Toyota, a famously conservative company when it comes to product cadence, knows that.

Folks adored the 4Runner. With four previous decades of serious off-roading credibility to lean on, the 2009–24 4Runner took to trails with aplomb, whether stock or with the help of a booming aftermarket. As other cars grew increasingly techier, the 4Runner’s rugged bones, archaic but reliable powertrains, and simple, heavily analog controls made it an unintended iconoclast. One and a half decades passed with relatively little change to the 4Runner, which soldiered on with a “generation” that spanned two, sometimes three chapters of the competition.

Suffice it to say that a new 4Runner is a big deal.

Because this context is important for discussions later on, let’s start our overview of the 2025 4Runner with the progression of the trim levels, which Toyota calls “grades.” The 2025 4Runner will offer nine grades, ranging from mild to wild and everything in between. In ascending order of features and (likely) cost: SR5, TRD Sport, TRD Sport Premium, TRD Off Road, TRD Off Road Premium, Limited, Platinum, TRD Pro, and Trailhunter.

Of those nine, Platinum and Trailhunter are brand-new to the 4Runner nameplate. Toyota promises that the former will be the most lavish 4Runner to date, with flourishes like unique exterior styling elements, heated second-row seats, a head-up display, and automatic rain-sensing wipers. The overlanding-ready Trailhunter was confirmed yesterday; you can read about all the nitty-gritty details here.

As expected, the 4Runner will ride on Toyota’s TNGA-F architecture. The fully boxed, high-strength steel frame undergirds every body-on-frame vehicle in the lineups of Toyota and Lexus, a cadre that includes the Tundra, Sequoia, Tacoma, Land Cruiser, GX 550, and LX 600. All 4Runners will be built at the Tahara assembly plant in Japan, just like the Lexus GX 550—and 4Runners of yore. For the most ardent fans of the 4Runner, the build location is a huge point of pride.

Though assembly happens overseas, Toyota’s Calty design research team gets the credit for the design of the new 4Runner. The Michigan-based team designed the 4Runner alongside the new Tacoma, hence the styling similarities. One of the coolest stylistic touches on the new 4Runner is the “wrap-over” quarter glass seen at the rear of the silhouette, which is a nod to the first- and second-generation trucks.

The biggest changes for the new generation of 4Runner arrive under the hood. Gone is the inexhaustible—if thirsty and archaic—combination of four-liter V-6 and five-speed automatic transmission. In place of the V-6 is a turbocharged 2.4-liter inline-four that will boast hybrid power on certain models, just like it does in the Tacoma. (If you’re puzzled about the difference between the 4Runner and the Land Cruiser, the latter offers exclusively hybridized drivetrains, while the former offers choice.)

Both the hybrid and non-hybrid versions will pair that turbo four with an eight-speed automatic transmission. Hybrid versions—Toyota brands them as i-Force Max—will employ a 48-hp electric motor that draws power from a 1.87-kWh nickel-metal-hydride (NiMH) battery and is integrated into the gearbox.

Output for the non-hybrid powertrain is 278 hp and 317 lb-ft of torque. On the hybrid: 326 hp and a whopping 465 lb-ft of torque. (Another Tacoma parallel: The truck offers these exact same figures for both versions of the powertrain.) The max towing capacity for a properly equipped 4Runner with the hybrid drivetrain is 6000 pounds, according to Toyota.

Which version of the powertrain you’ll get depends on which grade you choose. The non-hybrid version will come standard on the bottom six trims (SR5, TRD Sport and Sport Premium, TRD Off Road and Off Road Premium, and Limited). The hybrid system is standard on the top three grades (Platinum TRD Pro, and Trailhunter) but will also be optional on Limited, TRD Off Road, and TRD Off Road Premium.

4Runners are lauded for their off-road capability, and the new generation appears to promise more of the same, stick axle and all. Suspension duties will be handled by a double-wishbone setup up front, and a multi-link rear layout with coil springs and a solid axle in the rear. While Toyota will offer the 4Runner in two-wheel-drive configurations, expect the lion’s share to be optioned with either full-time four-wheel-drive or part-time, selectable four-wheel-drive.

Two-wheel-drive versions will benefit from a limited-slip rear differential. Four-wheel-drive versions will offer an electronically-controlled two-speed transfer case with real high and low range, alongside the limited-slip rear diff. An electronically locking rear diff will be offered on the TRD Off Road, TRD Off Road Premium, the TRD Pro, and the Trailhunter.

Spring for the Limited model with the hybrid drivetrain, and you’ll have the option of a full-time four-wheel-drive layout with a locking center differential. That setup will be standard on the Platinum model.

New to the 4Runner for the sixth generation is a stabilizer-bar disconnect mechanism, which will increase the flexibility of those independently suspended front wheels for greater articulation over terrain. In the announcement materials, Toyota didn’t make any mention of the EKDSS (Electric Kinematic Dynamic Suspension System) system that we loved so much in the Lexus GX 550, and we later confirmed with a Toyota rep: That electrically actuated system is reserved for the more expensive off-roader.

As far as off-road technology goes, the new 4Runner does boast some fresh tricks. Multi-Terrain Select will now function in high- and low-range four-wheel-drive settings. (Previously, only two of the four modes would function in high and low.) The system helps modulate wheelspin depending on the surface underfoot. A crawl control system acts as an off-road cruise control setting, and a new downhill assist control will ensure your descents don’t spiral out of control when things get steep.

Inside, the 4Runner will get a new central infotainment screen, measuring either 8 inches on lower trims or 14 inches on higher trims or well-optioned mid-tier trims. Wireless Apple CarPlay and Android Auto will come standard here, as will a USB-C port on the right side of the screen for charging your phone. (A wireless charging pad is also available.) Dual USB-C ports for the front row are standard, and you’ll be able to add a few more for rear-seat occupants. Ahead of the driver will be either a 7- or 12.3-inch digital gauge cluster, depending on which grade you’re working with.

As was the case with previous generations of the 4Runner, a third-row seat is optional in certain trims. Otherwise, expect seating for five across two rows and a copious cargo area to haul your adventuring flotsam.

Pricing details are, for now, unavailable. If we had to guess, we’d reckon that the lower-trim variants (read: the non-hybrid ones) will probably be priced below the modest versions of the Land Cruiser, so expect them to start somewhere around $40K. Those higher-trim versions are probably going to get expensive; don’t say we didn’t warn you.

With the arrival of the sixth-generation 4Runner, Toyota will have completed the end of a massive product turnover for some of its best-selling vehicles. We’re out in San Diego driving the Hybrid Tacoma and the Land Cruiser as you read this, and we’ll have thoughts on both in the coming weeks. For now, let’s all raise a Yeti and salute the next chapter of one of the most beloved adventure rigs in existence. Shine on, you crazy 4Runner. We’re looking forward to wheeling you soon.

***

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Ahead of tomorrow’s reveal of the hotly anticipated sixth-generation Toyota 4Runner, Toyota has loosed one final teaser image that brings with it more big news: The Trailhunter line, a new, overlanding/adventure-ready model we first saw on the new Tacoma, will also be offered here on the 4Runner.

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Think of Trailhunter as the one-stop shop for a ready-made overlanding rig, taking many of the common modifications adventurers would make to their vehicle in the aftermarket—upgraded underbody protection, better shocks, bigger, meatier tires, usually some lighting, and some equipment hauling kit—and bringing them to something you can drive right off the dealer lot. We’ll have to see what of the add-ons from the Tacoma Trailhunter will make their way onto the 4Runner version. (Thankfully, we won’t have to wait more than 36-ish hours.)

From the image, we can see that the 4Runner Trailhunter will get that bold Trailhunter badging with the compass logo. More importantly, from the version of the image that was released on Instagram, we can see that the Trailhunter version will get rock sliders, which help protect the rocker panels and the bodywork between the front and rear wheels from getting pinched while breaking over an obstacle.

Other notes: That paint color looks like some sort of metallic teal, and we’re seriously into it. Expect the bodywork to be pretty crease-heavy, as we see in the new Tacoma. Visually, there’s likely to be more going on with the new sixth-gen 4Runner than there was from the side of the fifth-gen model. This new trim is likely to sit at or near the top of the 4runner’s price ladder, similar to the Tacoma’s lineup.

Between the new Trailhunter version and the confirmation that the roll-down rear window will return, this sixth-generation 4Runner is looking exceedingly promising. We can’t wait to see it in full tomorrow evening.

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Ford announced a “retiming” of several of its key EV timelines yesterday. Among the affected are a new electric truck, a three-row electric SUV, and a few key plants, which are either in the process of re-tooling or are being constructed.

In Ford’s announcement, the automaker said the changes would “support the development of a differentiated and profitably growing EV business over time while Ford serves customers the right mix of gas, hybrid, and electric vehicles based on demand today.” That last bit is a big deal, because we’ve seen EV demand slow as customers remain skeptical of or uninterested in costly all-electric vehicles, with confusion around the EV tax credit offered by the Clean Vehicle Credit only serving to compound matters.

(It is worth noting, however, that EV sales are still climbing year over year. In 2023, EV sales were up 50 percent from 2022, but that fell quite short of the 70 percent figure the industry had forecasted.)

Within the wordy announcement, a few key nuggets stick out: First, Ford noted that it would expand its hybrid offerings, saying that by the end of the decade, it planned to offer hybrid powertrains across the entire Ford Blue lineup in North America. Ford Blue, for folks who don’t swim in these waters every day, is the automaker’s business unit in charge of gasoline-powered vehicles and is the counterpart to Ford Model e, the parallel business spearheading the Blue Oval’s electric efforts.

Construction at Ford’s Blue Oval City Plant in Tennessee has been “retimed,” from late 2025 to 2026, though work there won’t stop entirely in the interim. Installation of nearly 4000 tons of stamping equipment is already underway and will press on.

Across the border, in Canada, Ford is also delaying production of a three-row, all-electric SUV from 2025 to 2027. Said vehicle is still slated to be built at the Oakville Assembly Plant, just quite a bit later than initially announced. The Oakville plant was responsible for the Lincoln Nautilus and the Ford Edge SUV, which ceases production at the end of this month.

Ford is still planning to convert the facility from a gasoline-vehicle assembly plant to an EV assembly plant beginning in the second quarter of this year, but with actual start of production now much delayed, Unifor, the union organization representing workers at the Oakville plant, is not pleased.

“Unifor is extremely disappointed by the company’s decision. Our members have done nothing but build best-in-class vehicles for Ford Motor Company and they deserve certainty in the company’s future production plans,” said Unifor national president Lana Payne in a statement on the group’s website. “I want to be very clear here. Our members can be assured that we will push the company to explore every single possible opportunity to lessen the impact of this decision on them and their families.”

Meanwhile, Ford’s Ohio Assembly Plant is still on track to build a new commercial EV, with tooling installation set to begin in 2025. Previously, Ford had said the vehicle in question would come “mid-decade,” so that timeline still tracks.

All of these delays come roughly six months after Ford declared that it would hit the brakes on around $12 billion in planned EV spending and slash production of key vehicles like the F-150 Lightning, another sign that things weren’t quite progressing as expected.

If this shift in strategy (which is probably putting it generously) sounds familiar, recall that General Motors announced that it would do the same thing earlier this year. In January, GM CEO Mary Barra announced the company would pivot back to hybrids, specifically of the plug-in type.

With the passing of the EPA’s new emissions regulations last week, automakers have been forced to re-examine product mixes to achieve harsher tailpipe emissions targets in the nearer future. It helps explain why hybrids are popping back up in product plans throughout the industry.

The pivots from Ford and GM are a bit of a black eye for an industry that may have overplayed its hand in the uncommon economic conditions brought about by the pandemic, by ultra-low interest rates, and by the ensnarled supply chains of the early 2020s.

“I don’t have a lot of patience for us getting the forecast wrong,” Marin Gjaja, chief operating officer of Ford’s Model e EV division, recently told The Detroit News, “but the reality is we all sort of got it wrong.”

Although it’s safe to say that the manufacturers may have been overly optimistic, these shifts probably aren’t worth going all Chicken Little over when it comes to the EV market. As many analysts and executives have noted, there were always going to be bumps along the way.

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Spy photographers have captured images of a large Porsche prototype with SUV proportions testing on public roads. The development mule sports a long wheelbase and a tall body that might, if you squint, be large enough for three rows of seats.

We know that Porsche is planning a larger, all-electric SUV that would sit above the Cayenne in the lineup, so this might be our first glance at that. Internally, the seven-seater is known as the K1, though we’d expect a more formal name once such a vehicle debuts.

When Porsche first hinted at a seven-seat SUV, then-CEO Oliver Blume noted that it would be underpinned by an all-new EV platform known as SSP (Scalable Systems Platform) to be developed by Porsche but eventually used across the VW Group brands. It’s expected that SSP will merge the existing MEB platform (the bones of vehicles like the VW ID.4 and the ID. Buzz) and a platform called PPE (Premium Platform Electric), which Porsche and Audi currently use for vehicles such as the Macan EV and the Audi Q6 E-Tron.

While we can’t say for certain, it’s very likely that this prototype is moving under all-electric power. Note the headlights up front, which look extremely similar to those found on the new Macan EV. The air intake at the front of the vehicle is positioned very low, as we’ve seen on existing Porsche EVs such as the Taycan. Gas-powered Porsches all have a more pronounced opening that sits higher up.

Another hint at an electric powertrain: Note the little doors on each side’s rear quarter panel; the Macan EV has its charging doors mounted in a similar location, where you’d traditionally find a gas flap. It also has openings on both sides to make parking near a charger easier.

The hypothetical space for the third row isn’t massive here, but note the extended roofline that meets a more upright rear end than what we see on modern Cayennes or Macans. Porsche wants a larger SUV the compete with the likes of the electric Range Rover and the forthcoming onslaught of electric mega SUVs from American brands. (Cadillac’s Escalade IQ is already in the works, and would likely be part of the competitive set for K1.)

There are actually two different mules in this gallery; one has wheels without big surfaces between the spokes, while the other sports wheels that shroud more of the braking hardware. Looking at the one with more open wheels, we can see massive front rotors clamped by similarly hefty front calipers.

While the front follows existing rounded Porsche design cues, the rear is a more angular affair, although those blocky shrouds on the corners of the rear look like they’re loosely fastened on and likely won’t be part of the production model. They’re likely a little bit of trickery applied to obscure the eventual surfacing of the rear bumper. Ditto those matte black plastic panels affixed to the lower portions of both doors.

We’re inclined to say that this is indeed a glimpse of the forthcoming K1, but Automotive News offered a different opinion on these shots, implying that this is actually a development mule for the all-electric Cayenne.

One detail that could lend credence to that guess: The chrome strip surrounding the windows appears to travel back and angle upwards aft of the second-row doors, but if you look closely, a fake panel to simulate additional window length has been placed over the c-pillar. Beneath it could be traditional Cayenne design cues.

An all-electric Cayenne is expected to arrive sometime in 2025 or 2026, while a timeline hasn’t yet been announced for K1’s arrival. When we find out more, we’ll be sure to keep you posted.

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“A window to bigger worlds and adventures is just around the corner.” So reads the caption accompanying our second teaser image of the forthcoming sixth-generation Toyota 4Runner.

The roll-down rear window, a hallmark feature on the 4Runner over its entire lifespan, will return on the new model, a detail that is sure to delight the nameplate’s massive fanbase. In the image above, note the little arrow buttons to the right side of the TOYOTA script on the tailgate; owners will be able to open and close the window from inside and from outside the vehicle, which is rather convenient.

Thanks to a post on ToyotaUSA’s Instagram, we can see the button inside the 4Runner that actuates the roll-down rear window is now positioned overhead, rather than down on the center console as in the previous generation. Perhaps more importantly, we now know that the new 4Runner will be revealed in full on April 9—let the anticipation commence!

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We can glean a few other things from this photo as well, like the large center screen, mounted somewhat high on the dashboard. However, unlike the dash found in the new Lexus GX 550, the 4Runner’s ritzier cousin, this model won’t feature that nearly flat design. If you squint, you can also see what appears to be a digital instrument cluster peeking out from between the headrest and the backing of the driver’s seat.

As we noted in the previous teaser image, the rear end seems a bit wider than that of the Land Cruiser, one of many models that share the TNGA-F body-on-frame architecture that is expected to underpin the new 4Runner.

One final detail we picked up when examining the name of the image Toyota released: It looks like the 4Runner will debut as a 2025 model-year vehicle. So although it will be revealed in full next week, we’ll probably have to wait a while before we can crawl all over it.

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Among the various one-make racing series offered by different manufacturers, the Porsche Cup is king. Now, Porsche Motorsport North America (PMNA), the body behind that branch of Cup racing held here in the United States, has announced a new, four-race series aimed more at the endurance side of sports car competition.

The Porsche Endurance Challenge North America will consist of four races: three 60-minute battles and a culminating six-hour endurance race. Drivers of 911 GT3 Cup cars (the newer 992-gen cars and the slightly older 991.2-gen cars are both eligible) and those piloting 718 Cayman GT4 RS Clubsport models can duke it out in this two-class, one-marque series.

The United States Auto Club, the sanctioning body behind the Porsche Cup races (known here as either the Porsche Sprint Challenge North America by Yokohama or the Porsche Spring Challenge USA West), will handle sanctioning duties for the new endurance racing series as well.

The series begins on Memorial Day Weekend, May 26, with a 60-minute battle at Circuit of the Americas (COTA) in Austin, Texas. Round two will take place on August 11 at Road America in Elkhart Lake, Wisconsin. The final 60-minute duel will happen at Sonoma Raceway in California on September 29. Then, the series returns to COTA for the final six-hour mega battle.

Each of the shorter races will require one pit stop, while the longer six-hour race will require a minimum of four stops for fuel and other consumables like tires. The shorter races will allow a single driver to run the whole thing, with two drivers per car as an option. For the big finale, each car will require three drivers.

“The [Porsche Endurance Challenge North America] is designed to provide our one-make drivers—particularly those who don’t make racing their livelihood—and teams an endurance racing alternative with cars they know well: The Porsche 911 GT3 Cup and Porsche 718 Cayman GT4 RS Club Sport,” said Volker Holzmeyer, president and CEO of Porsche motorsport North America. “We have focused on cost-efficient ways to go endurance racing and, as all cars are the same, a very equal competition between the drivers participating.”

If you’re looking to test your mettle in a longer race format, and especially if you already own an eligible car, the Endurance Cup may be exactly the challenge you’ve been hoping for.

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Kia America issued a recall for 427,407 examples of its Telluride large SUV for increased rollaway risk due to a driveshaft assembly issue.

According to documents filed with the National Highway Traffic Safety Administration (NHTSA) the recall covers all 2020–23 model year Tellurides and select 2024 units. The issue stems from an intermediate shaft and a front right driveshaft that may have been incorrectly assembled. Down the line, an incorrectly assembled shaft might not engage fully, potentially damaging the splines of the axle shaft and eventually causing it to fail, leading to a vehicle that could roll away even while the transmission is shifted to park.

Until recall work can be performed, affected owners are advised to manually engage the emergency parking brake prior to exiting the vehicle. When your Telluride does get into a dealership, dealers will update the electronic parking brake software and replace any damaged intermediate shafts as necessary.

Although the recall report estimates that only 1 percent of Tellurides are affected by the driveshaft issue, all owners are advised to make plans to see a dealer soon. Kia will notify affected owners via mail on May 15 and will cover the costs associated with any necessary repairs.

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We blame the weather. While the staff of this website calls many places in the United States (and overseas) home, the lion’s share of our editors are located somewhere in the Midwest. And right now, dear reader, the Midwest weather is volatile as hell.

Naturally, we turned to internal discussions about cars to cope with a week where temperatures fluctuated by as much as 50 degrees and weather patterns swung from rain to sun to snow and back again.

This time around, we got to talking about the ’60s, one of our hobby’s indisputable golden eras. That led to discussions about front-end design, and how radically different it was from automaker to automaker. In short order, many of us began campaigning for certain cars with front ends that stuck in our hearts and minds, for one reason or another.

Compiled here is a list of eight such cars. Beneath each nominee is a brief summary of why it warrants appreciation, made by each car’s loudest proponent in the (chat)room.

Rules? Delightfully few. The car had to be built at some point in the ’60s, and beyond that, it was up to each of us to make the case. Naturally, such a loose mission brief will have let many great cars slip through the cracks. Got one that should have made this list? Let fly in the comments below!

1968 Chevrolet El Camino

If your first thought was that the face of the ’68 ElCo is virtually the same as that of the Chevelle, allow our own Cameron Neveu to offer the most compelling—if a bit unorthodox—case for picking the former:

“Why the El Camino over the identical appearing 1968 Chevelle? Well, the ElCo front end looks even sweeter knowing you’ve got a bed out back.”

An open and shut case, in our eyes. The 1968 model’s four round headlights make it extra distinct, and while the performance fan in us enjoys the SS badge between those four eyes, there’s something about the long, horizontal Chevy emblem that we can’t resist.

1968 Citroën DS

The DS pops up in all sorts of design lists, and for good reason. Those swooping body lines were quite brave for the era, and who could forget the high-tech hydraulic suspension that gave the car a magic carpet-like ride, helping to accentuate the design details that seemed to float over the blacktop? But the nose is worth celebrating on its own. As U.K. correspondent Nik Berg reminded us, if you sound out the DS title with a thick enough French accent, you’ll hear “Deésse,” which just happens to be French for “goddess.”

The big, wide headlights at either corner, contrasted with the waterfall of the hood in the middle, the exceedingly convex chrome bumper, and the lack of a grille make this front end as striking as they come.

1965 Buick Riviera

If the front end of a car were to be described as “very Teddy Roosevelt-esque,” could you picture it? In a single sentence, Eddy Eckart swayed the jury in his favor: “Simple, and formal in a means business kind of way, all without being too assertive.”

Gaze upon the forward cant of those headlamps; marvel at the buttresses flanking the massive hood. “The Riviera looks like a concept car that actually made it to production,” added Brandan Gillogly. There’s a reason this car is a popular choice for custom builders and restomod specialists, and it has everything to do with how the Riv’ manages to speak softly, while … well, you know the rest.

1966 Alfa Romeo Giulia Duetto Spider

If the Riviera is an American sledgehammer, Stefan Lombard nominated a delicate Italian pickaxe to contrast it. While it’s hard to find a bad angle of the Giulia Duetto Spider, the car’s clean, simple face manages to avoid the “mouth-agape fish” look that so many small cars of the time suffered from.

He also noted that while many cars look great from a front 3/4 angle, it can be harder to make the head-on view sing. In the Duetto’s case, Lombard had this to say: “The sloping nose and covered headlights lead into that delicate V grille, which flows back beneath the car. I love it.” Hard to argue with that!

1969 Chevrolet Corvette

The chrome front bumper the third-gen Corvette stuck around through 1972, but since the design debuted in 1968, it counts. Resident Corvette fanatic Grace Houghton opted to shout out the 1969 model, and we didn’t need any additional convincing. Two beautifully high fenders dip down to a broad chrome bar that spans the width of the car’s face. Below the bumper, two rectangular inlets, each housing a round turn signal bulb. The look, as Houghton so eloquently put it, “manages to look muscular and delicate at the same time … So Mako Shark, and so good.”

Bonus points if we’re looking at a ’69 L88, with its massive hood bulge shrouding a 427 big-block.

1969 Ford Mustang Mach 1

Though it’s easy to blur the lines, it bears repeating that “muscle cars” and “pony cars” were not always the same things. When it debuted in April of 1964, the Mustang was a relatively docile thing. The front end might be famous now, but that has more to do with what the Mustang has become in automotive culture than it does with how it looks on its own.

That look began to change almost immediately, as our resident Ford guru Sajeev Mehta reminded us. By 1969, the Mustang’s face had gone from cheerful companion to something far more sinister. As Mehta put it: “The 1969 Mustang took the hum-drum front end of the 1965 model and made it deeper, more aggressive, and far more angry. It became half muscle car and half pony car.”

1963 Studebaker Avanti

Though I’ll admit it’s not my favorite front end from the 1960s, there’s something distinctive and instantly recognizable about the Studebaker Avanti that warrants respect. Those perfectly round headlights seem like they should flank a broad grille, but instead, it’s just solid bodywork. That decision highlights the offset futuristic-script “Avanti” emblem that proudly proclaims the model’s identity. The fenders end in sharp corners, framing the simplicity of the grille-less countenance. You can’t help but appreciate designer Raymond Loewy’s flair for the dramatic.

“Counter-point, there should be a grille between this headlights and this nominee is actually bad.” – Stefan Lombard

Well, that’s just like, your opinion, man.

1968 Dodge Charger R/T

Fret not, Mopar fans, our site’s executive editor has you covered. Eric Weiner was swift and decisive with his nominee, the ’68 Charger. That broad, mail-slot rectangle of a grille is immediately recognizable. Hidden headlights add a menacing tone to the front end, and this is one of the few cars that makes a large front overhang look attractive.

This rectangular motif also carries over onto the new Dodge Charger. Anytime a front end’s design elements can look attractive in two distinctly different eras, you know you’ve got a winner in your hands.

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Sneaky sneaky, Toyota. In an Instagram post released today, the ToyotaUSA account gave us our first glimpse at the forthcoming, sixth-gen 4Runner. At the end of a gallery showing a shot of each of the five previous generations, a sixth image shows the baby blue tailgate of a yet-unseen model.

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There’s not a lot to go on here, but we can deduce a few things. First, it appears that the rear of the new 4Runner is quite square. Judging by the cut of the tailgate, we expect that this door will be hinged at the top, rather than at the side. (A rear door that opens upward wouldn’t be new; the current car, which has been in production since 2009, also has a tailgate that opens this way.)

There are whiffs of the Lexus GX 550, mostly in the tucked lower bumper that should aid departure angles. The taillamps of the new 4Runner appear very similar to the ones found on the new Land Cruiser, and while the GX features a neat light bar that spans the width of its caboose, we’d expect the 4Runner’s rear end to do without that.

On the outgoing generation, the 4Runner badge sits above the license plate, centered across the tailgate. On the new model, the name will sit below the plate, reaching farther to the edges thanks to added space between the letters.

Relative to the Land Cruiser, the 4Runner’s rear end seems hiked up a bit more; perhaps Toyota intends this model to be the most capable off-road SUV in its lineup? Tough to say, but since the existing 4Runner is a favorite among those who like to get dirt and mud on, well, everything, don’t expect Toyota to dial back those capabilities for the new model.

The new 4Runner will ride on Toyota’s TNGA-F platform, the same body-on-frame architecture that underpins the Tundra, Tacoma, Land Cruiser, Lexus GX, and Lexus LX. Currently, two powertrains motivate these offerings: A 3.4-liter, twin-turbo V-6 that’s sometimes paired with a hybrid system, or a turbocharged, 2.4-liter four-cylinder, also occasionally offered with hybrid tech.

We can only speculate on the powertrain, but it seems reasonable to think that the new 4Runner will use the hybrid and non-hybrid versions of the turbocharged four-cylinder engines that power the Land Cruiser and the Tacoma. Cross your fingers, but the Tacoma does offer a manual transmission on non-hybrid versions, and we might get lucky enough to see that gearbox offered on the 4Runner. For manual-equipped Tacomas, output of the unelectrified turbo four drops slightly—by 8 hp and 7 lb-ft—compared to automatic-equipped versions. If rowing your own in a 4Runner requires a similar sacrifice, fine by us.

Expect to hear more about the new 4Runner later this year. We’re thinking it will debut in full in either the late fall or the winter of this year, if not in 2025. When it finally does break cover, you can bet we’ll have detailed coverage.

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BMW has revealed a new SUV version of the concept family called “Neue Klasse,” which previews the automaker’s design language moving forward into the electric era. The Neue Klasse X is, according to BMW, an “SAV” or “Sports Activity Vehicle” but you can clearly see the crossover SUV shape here, so we’re going to call a spade a spade.

“Together with the BMW Vision Neue Klasse, the BMW Vision Neue Klasse X showcases the breadth of our future BMW model line-up,” said Oliver Zipse, Chairman of the Board of Management of BMW AG.

In the Neue Klasse X, we can see hints at how BMW plans to stylize its X (read: SUV) models, which in the current automotive market are sales superstars. The pared-down design language of the two-box SUV features a long wheelbase, short overhangs, and plenty of glass to bathe the interior in natural light.

The signature—and somewhat divisive—BMW kidney grille stands front and center, though it’s much smaller here than it is on current models, which is a welcome change. BMW says its designers reimagined the grille as a 3D sculpture with the help of backlighting. Like the Neue Klasse Sedan, the lighting elements are vertically oriented both front and rear, though at both ends the elements reach farther into the car’s centerline than anything we’ve seen on current production Bimmers.

Strong, geometric wheel arches shroud snazzy-looking wheels that are indeed pushed out to the edges of the silhouette. The crimped spoiler off the back and the upright body lines have whiffs of the BMW XM performance SUV. The “Coral Silver” paintwork plays with the light to really accentuate the different surfacing of the exterior.

BMW’s signature “Hoffmeister Kink” at the rear of the greenhouse shows up inside of the rearmost window, rather than on the bodywork itself, via a “reflective print” that, according to BMW, “forms a transparent or reflective surface, depending on the viewing angle.” Tricky.

The interior is remarkably minimalist, with a thin screen spanning between the A-pillars and a smaller, central control screen tucked below it. The former looks like something you don’t touch on the regular, only there to display multitudes of information. The latter feels like the nervous system of the cabin.

The textured seating materials pop in a coral tone that feels like it gets visibly warmer when hit by sunlight. As expected, the flat floor and elongated wheelbase make the cabin area feel remarkably spacious. Those second-row seats with throw pillows look like great places to take a load off.

The Neue Klasse family of concepts previews BMW’s sixth-generation eDrive technology. Key among the updates for the new electric platform are new electric motors, as well as a new battery cell design. Previous eDrive platforms used prismatic battery cells, but BMW says the new version will utilize round lithium-ion cells, which offer better volumetric energy density (more than 20 percent better, says BMW) than the outgoing design.

Paired with a new 800-volt electrical architecture, the new platform promises to improve charging speed by up to 30 percent, says BMW. Customers should be able to charge the batteries enough to cover a 300-kilometer (186 mile) trip in just ten minutes. (That’s assuming they can find a charger that can dole out that much juice, though, which isn’t a given currently.) Thanks to aerodynamic improvements, better tire designs, and a new braking system for electric vehicles, overall vehicle efficiency should improve by 25 percent, ultimately boosting range by up to 30 percent, says BMW.

BMW’s Neue Klasse series of vehicles is slated to start production at the group’s Debrecen plant in Hungary as early as next year. Though it’s unclear whether the sedan or the X pictured here will start production first, the smart money would say the latter gets first dibs.

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Plucky British manufacturer Lotus is launching a bespoke build program to entice ultra-wealthy buyers in hopes of securing a new revenue stream toward the top end of the market.

Called Lotus Chapman Bespoke, named after Colin Chapman, the company’s founder, the program goes beyond what a standard online configurator can offer with three levels of customization, each progressively costlier than the last:

• Tailor-Made: The most humble degree of personalization, Tailor-Made will allow buyers to choose uniquely styled products from within Lotus’ existing color palette and design arsenal and finish their build with personal touches and details. (Imagine a buffet-style build for your Lotus Eletre where you can pick an exterior color, interior fabric, accent stitching, and more, all to your exact liking.)
• Collection: Buyers will gain access to a portfolio of limited-edition designs, often drummed up in collaboration with various artists or luxury brands. (Picture something similar to the 20 Lamborghini Murciélago LP640s built in collaboration with Versace—Lotus could create a similar collaboration with its Evija electric hypercar.)
• One-Off: As the announcement states, “build a car as unique as you are.” The sky and your wallet’s thickness are the only limiting factors here.

“The story of Lotus is the story of a bespoke carmaker,” said Qingfeng Feng, CEO of the Lotus Group. “The first cars were hand-drawn and hand-built at home by Colin Chapman, and that spirit lives on in us today.”

Lotus isn’t the only manufacturer to offer a program like this. Ferrari has been offering something similar with its “Ferrari Personalization” and “Ferrari Special Projects” programs for a while now. Ultra-exotic creations like the Ferrari SP-8 are byproducts of the latter. Aston Martin’s “Q by Aston Martin” is structured almost exactly like the Lotus Chapman program.

These ultra-personalized purchasing channels are chances for higher-end automakers to generate serious margins on their products, which can be a major lift for their bottom lines as lower-volume automakers.

Earlier this year, Lotus issued an Initial Public Offering (IPO) on the NASDAQ Stock Exchange in New York, presumably to raise capital for the costly road ahead as it transitions its portfolio to entirely battery-electric power.

Lotus says the program will roll out first in China on April 25, followed by the gradual expansion to other key markets, such as North America, in the coming months.

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In the world of muscle cars, more is always better, especially when it comes to power. Ford Performance Parts just announced a new supercharger kit for Mustangs equipped with the 5.0-liter Coyote V-8 that will juice the output of the engine to 810 hp and 615 lb-ft of torque.

The supercharger kit, which costs $9995 and carries part number M-6066-M8800 on the Ford Performance Parts website, consists of the following: A 3.0-liter Whipple twin-screw supercharger, dual-pass intercooler, 92mm throttle body, colder spark plugs, port fuel injectors from the Shelby GT500, a Ford Performance exclusive tune, and the Tomahawk calibration delivery tool.

Worth noting: The power figures provided by Ford are for Mustang GTs and Mustang Dark Horses equipped with active exhaust; without that option, which comes standard on Dark Horse but is a $1225 option on the GT, your power will be down 10 hp, to a mere 800. Unsurprisingly, adding this blower also requires you to run premium (91+ octane) fuel.

Still, those figures are a big step up from the stock performance numbers. Sans supercharger kit, a Mustang GT pushes 480 hp and 415 lb-ft (or 486 hp and 418 lb-ft with the fancy exhaust), so we’re talking gains of 320 to 324 hp and around 200 more lb-ft of torque. The Dark Horse manages 500 hp from its V-8, making this package worth an extra 310 hp. Just shy of 10-large to gain around 40 percent more power? Seems like a steal to us.

Unfortunately, the package won’t be legal in California. As for the other 49 states, have at it—and keep it between the mayo and the mustard, please.

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Last week, we told you about an update package that Nissan was cooking up for the Japanese-market GT-R, the brand’s sports car that, while long in the tooth, still brings thrills by the boatload. We surmised that some of these updates would make their way to the North American GT-R, in some form or another.

Sure enough, that snazzy baby blue interior is coming to our shores, as are a few of the other flourishes. Here in the States the changes will arrive to close out the 2024 model year of the car, rather than kick off the 2025 model year.

First is the GT-R T-Spec Takumi Edition, a special edition variant of the T-Spec, which returned as part of the 2024 model year. Diehard fans of the GT-R love the T-Spec because it was the access point to two of Nissan’s most famous paint colors: Millenium Jade and Midnight Purple. It was also your ticket to get the Mori Green interior trim if that’s your vibe.

The Takumi Edition aims to amp up collectibility with special engine badging to recognize which master craftspeople handbuilt your car’s 3.8-liter, twin-turbo V-6. That gold VIN badge from the Japanese-market version will also appear on these Takumi Edition cars.

As with the standard T-Spec model, the Takumi Edition also enjoys a host of mechanical enhancements, including carbon-ceramic brakes from the GT-R NISMO, gold-painted 20-inch RAYS wheels, NISMO-tuned stability control (Nissan calls it “Vehicle Dynamic Control”), and wider front fenders.

The other special variant is the GT-R Skyline Edition—a play on the nameplate that JDM fans hold in high regard, not to mention the one used on previous generation GT-Rs. (Remember, before it was its own model, GT-R was the high-performance variant of the Nissan Skyline in most portions of the world.)

The Skyline Edition is based on the lower-rung GT-R Premium and brings special Bayside Blue paint and that dreamy blue interior. Bayside Blue was a popular color on the R34-generation GT-R but wasn’t carried over to the present R35 generation, save for a one-year-only run of 50th Anniversary edition GT-Rs in 2019 and, now, this special edition.

The 2024 version also gets the aforementioned soft blue interior we first saw on the Japanese-market model last week. “Blue Heaven” is its name in Japan, but here in the States, Nissan calls it “Sora Blue.” Either way, we’re seriously digging it.

Nissan will announce pricing details for both the GT-R T-Spec Takumi Edition and the Skyline Edition at a later date. Both models should arrive (in very limited numbers, though we don’t yet know how limited) at U.S. dealers this summer.

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Nissan has announced mild updates for its aging R35 GT-R sports car in Japan, likely previewing what we’ll see for the 2025 model year here in the States. The biggest change: a new Blue Heaven interior color for the GT-R Premium Edition. It is very blue, and somehow very good-looking.

Nissan noted two other changes for the Japanese-market car, one aiming at performance and the other at future collectibility.

The 2025 GT-R Premium Edition T-Spec and the GT-R Track Edition will both utilize weight-balanced piston rings, connecting rods, and crankshafts—engine tech previously only offered on the full-fat GT-R NISMO—to produce snappier engine revs and quicker spooling for the two turbos. Though the announcement doesn’t indicate that these upgrades will allow the GT-R’s VR38DETT V-6 to produce more power, we know that the GT-R NISMO, from which these upgrades are sourced, makes 600 horsepower while the lesser editions make just 565 ponies (here in the States, at least).

Both the GT-R Premium Edition T-Spec and the GT-R Track Edition will also now get a special aluminum badge detailing which of the handful of Takumi master craftsmen (as of 2019, the most recent year we could get information on, there were just five) hand-built that car’s engine. There’s also a new gold-colored model number plate detailing the specifics of the given car: chassis number, the engine it received, the transaxle it has, and the color/trim configuration.

In the North American market, the T-Spec is already your magic ticket to two very nostalgic exterior colors: Millenium Jade and Midnight Purple—both colors made famous on previous generations of the GT-R. If the gold number plate edition announced for the Japanese market GT-R does indeed come to the States, you can connect the dots and imagine a Millenium Jade T-Spec with the gold number plate quickly rising to the top of collectible R35 models.

The R35-generation GT-R debuted in 2007, which means that the 2025 model year will mark its 18th year in existence. As the company begins to shift towards electrification, it’s hard not to surmise that these updates could be among the last that we see for the R35 before it bows out. If that is true, focusing the updates toward collectibility is probably a smart move. We’ll be sad to see the R35 depart, but what a run it has already been.

Our own Steven Cole Smith recently reviewed the 2023 Nissan GT-R, calling it “a supercar time capsule.” Be sure to read that review here.

Orders for the 2025 Nissan GT-R are open now in the Japanese market. Expect to hear word on which of these updates will arrive for the North American model in the coming months.

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The Insurance Institute for Highway Safety (IIHS) released a report detailing its evaluation and analysis of the user safeguards present in current partial driving automation systems (Level 2 systems, by SAE ratings), and the findings could be cause for some raised eyebrows.

Before we dive into the specifics, remember: What IIHS is evaluating here isn’t the effectiveness of the various Level 2 assistance systems per se, but rather the safeguards around them. In its report, IIHS goes as far as declaring that a partially autonomous system is there to make long drives easier, but “there’s no evidence that it makes driving safer, and, in fact, it can create new risks by making it easier for the driver’s attention to wander.”

While a bit technical, the IIHS test evaluates each system with the following categories, ultimately doling out ratings of good, acceptable, marginal, or poor:

• Driver Monitoring: Think cameras that check where your head and eyes are pointed and sensors that monitor your hands on the steering wheel.
• Attention Reminders: Beeps, buzzes, and/or flashing lights to let the driver know that their focus is insufficient for the systems to retain control. These reminders should escalate rapidly if the system detects that the driver isn’t adjusting appropriately.
• Emergency Procedures: When the driver fails to reengage with the attention reminders, the system needs to escalate to a state where the partially autonomous functions either slow the vehicle down automatically, send an SOS notification to either vehicle concierge services or local emergency services, or lock the driver out of the system entirely.
• Automated Lane Change: These systems should only allow automated lane changes that are requested by the driver, or confirmed by the driver after being proposed by the system. (Think Tesla’s Autopilot asking, “Hey SuperFastAwesomeDriver68, shall I change lanes to get around this slow person?”)
• Adaptive Cruise Control Auto-Resume: If Adaptive Cruise control slows the vehicle down significantly or brings it to a stop completely, the system must time out if the car has been at a standstill for more than two minutes, or deactivate if the system can’t verify that the driver is paying attention.
• Cooperative Steering: Lane-centering tech should still allow the driver to make minute adjustments without deactivating or fighting back.
• Safety Features: Partially automated systems should require safety features to remain on during the system’s use. (Read: If you deactivate automated emergency braking or something worse like unbuckling your seatbelt, the system should lock you out and not allow engagement.)

Got all that? In case you didn’t, and this type of in-depth testing gets your blood pumping, you can read the exhaustive 32-page write-up here. (If it doesn’t, but you’re still here, know that cheesecloth face coverings and fake smartphones made of foam were used for parts of this. Back in? We thought so.)

Here’s how the various safeguards for a couple of familiar partial-autonomy systems stacked out when the dust settled. Lexus’ Teammate with Advanced Drive (get ready for lots of very clunky names here) scored the highest in testing, but it only managed an “Acceptable” rating.

GM’s Super Cruise system, evaluated on a current GMC Sierra, scored a “marginal” overall rating, earning “good” ratings for attention reminders and emergency procedures, but poor on lane change and cooperative steering criteria. Across town, Ford’s BlueCruise system, evaluated on a Mustang Mach-E, earned a “poor” overall rating with “good” showings on lane change and cooperative steering but “poor” ratings on whether or not the systems will disengage if certain safety features aren’t activated.

Tesla’s Full Self-Driving Beta software, evaluated on a Model 3, took some serious lumps. Its overall “poor” rating included just two “acceptable” scores, for attention reminders and emergency procedures.

Across the categories, it seems like driver monitoring aids were the biggest bugaboo. Only Lexus scored an “acceptable” rating, while Super Cruise and Nissan’s ProPilot Assist with Navilink nabbed “marginal” ratings; everyone else scored “poor” there.

While these might seem insignificant, it’s worth remembering that there remains a lot of momentum behind the idea that self-driving cars are on the horizon. However, if automakers are still struggling with Level 2 autonomy tech, perhaps those robot cars aren’t as close as some may like us to believe. Lane change was the category showing the most “good” ratings, though Tesla’s Full Self Driving Beta and Super Cruise both scored “poor” ratings there as well. Click here to see the full breakdown of the outcomes.

And while what’s being rated here isn’t the actual effectiveness of the systems themselves, but rather the safeguards around them, these results are helpful reminders of the reality that these partially autonomous systems are there to make long drives easier, not necessarily safer.

The quick solution to all of this? Embrace driving for the joy that it is—but because you’re here, we know you’re already well along that path.

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It’s always fun to look back a decade or two and survey the automotive industry landscape with the added perspective afforded by the passing of time. Often, these exercises remind us that despite whatever today’s CEOs are spouting off at their keynote speeches in Davos, the challenges facing the auto industry don’t look all that different through the years.

Case in point: this Retro Review from Motorweek, discussing the then-brand-new Lexus GX 470. At the film’s opening, charismatic host John Davis drops the famous Field of Dreams line, “If you build it, they will come” as he talks about the situation facing the GX upon its debut. Faced with an unprecedented array of choices in the luxury SUV market, would Lexus’ decision to toss another hat in the ring prove intelligent or cannibalistic?

That question sounds familiar—the 2024 GX 550 faces similar inquiries today. With the addition of the TX unibody crossover and the company’s decision to mount the GX and the LX on the same body-on-frame TNGA-F platform, it initially seemed to us that three three-row luxury offerings from one automaker might be too much. Having now driven the GX 550, the LX 600, and the TX350, we can say that there are enough differences between the three to allow each one to carve out its own market niche.

Back to the Retro Review in question. Aside from the market conditions, it’s also enjoyable to simply look at how far a single model such as the GX has come in its lifetime. In 2003, the GX’s 4.7-liter V-8 made 235 hp and 320 lb-t of torque. Today’s model manages 114 more ponies and 159 more lb-ft from a twin-turbo V-6 with just 3.4 liters of displacement.

Even more interesting to me is the discussion around the older model’s off-road abilities. Davis talks about the full-time four-wheel-drive system and how it’s plenty capable off-road as you see the rear end of the GX 470 bounce over some rocky terrain. But note those fixed running boards—in the first and second generations of the GX, Lexus still made concessions to on-road comfort. The new generation, particularly with the Overtrail and Overtrail+ models, can finally place off-road capability at the forefront of its selling proposition. (Even if, like the older ones, most of them will probably see road-going duties for most of their lifespan.)

At the end of the short review, Davis notes that Lexus was hoping to crest the 20,000 unit annual sales mark. A quick Google search shows that the 2003 model year covered that objective handily, moving over 30,000 examples of the luxo-ute. Beating estimates by 50 percent was a serious win, and it proved that Lexus had a compelling formula in its hands.

The new model, by retaining its body-on-frame construction, would appear even more outdated in today’s market than its predecessor did over 20 years ago. Car-like SUVs were already gaining traction back in the early 2000s, but today, they’re a dime a dozen. But with the uptick in interest around off-roading and the clear advantages that this chassis design offers, the new GX might be positioned even better today. Lexus hopes to clear 33,000 units in the first full year of sales, and despite tougher economic headwinds, we think that number is plenty doable.

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Earlier this year, we told you about a skunkworks Porsche Taycan that charged around the Nürburgring Nordschleife in 7:07.55, a new lap record for a series production electric car and a lap record for four-door models of any powertrain type. That car had a few special features—including a rather large rear wing—that we hadn’t yet seen on any production Taycan, and it was rumored that a new top-dog variant might be in the works.

Behold, the 2025 Porsche Taycan Turbo GT and its no-holds-barred Weissach Package. The Turbo GT becomes the new king of electric Porsches, offering up to 1093 hp of peak system output. Weissach versions arrive without a rear seat and with that big ol’ wing—both elements that are exclusive to the package.

Let’s start with the spiciest version first: Spring for the Weissach Package on your Taycan Turbo GT, and you’ll get a massive fixed rear wing, a new front diffuser, and additional underbody air deflectors that add up to 485 pounds of total downforce to the car. The package also sheds 157 pounds of heft relative to the Taycan Turbo S by ditching the rear seats, the analog clock from the Sport Chrono package, floor and trunk mats, some of the sound insulation, and even the electric motor that soft-closes the trunk lid. We’re still talking about a sizable electric car with a hefty battery, so it’s not a light car so much as it is lighter.

The result is a car that can knock off 0–60 mph in just 2.1 seconds and reach a top speed of 190 mph—up 10 mph from the non-Weissach Taycan Turbo GT. Perhaps more importantly, at least in certain social circles, you’ll be able to say a car built like yours currently holds currently holds production EV records at the Nürburgring (7:07.55) and Laguna Seca (1:27.87). That ‘Ring record, by the way, is 26 seconds faster than Porsche’s previous Taycan lap record, set in a Taycan Turbo S in August of 2022. The Taycan Turbo GT’s record does have a ways to go before it sniffs the fastest lap set by a gas-powered Porsche; a 2022 911 GT3 RS lapped the circuit in 6:49.328. Then again, the latter is basically a race car made legal for the road, while the former is an electric sports sedan stretched to hunt apexes, so an 18-ish second gap is reasonable.

Even without the Weissach package, what’s on tap here is remarkable. All 2025 Taycan Turbo GTs offer 777 hp with a launch control mode that temporarily jolts peak output to 1019 hp. Separate from the launch control mode, there’s something called “attack mode,” which serves up 160 extra ponies for up to 10 seconds. Attack mode also adjusts the Turbo GT’s model-specific suspension system by stiffening the two-valve, active hydraulic dampers to keep the body as flat as possible through corners, aiding chassis control. Think of attack mode as a one-stop shop button to really rocket away from a corner—or scare your co-pilot.

Peak system output—there’s a lot going on here and stacking the right calibrations and modes is complicated to articulate—is rated at 1092 hp. (Read: You can’t call up launch control and then think you can also cue up attack mode for 160 additional ponies on top of the 1019 already raring to go.)

Non-Weissach cars can still click off 60 mph from a standstill in just 2.2 seconds. Even more impressive is the romp from 0–124 mph, which Porsche says takes 6.6 or 6.4 seconds, depending on whether or not you have the Weissach package. Those sprints are up to 1.3 seconds quicker than the previous high-water mark, set by the Taycan Turbo S.

Special 21-inch lightweight wheels with performance rubber are standard on the Taycan Turbo GT with or without the Weissach Package, as are lightweight carbon-ceramic brakes with new disc and caliper housing designs that shave off an additional four pounds of weight.

Even without the Weissach Package’s fixed rear wing, there’s quite a bit of aero trickery present in the form of a model-specific front spoiler with special endplates, a similar treatment out back, and side skirts between the wheels.

This handsome, high-performance model comes with an appropriately hefty price tag. When it arrives at U.S. dealerships this summer, the 2025 Taycan Turbo GT will start at $231,995 including a $1995 destination fee. Expect the Weissach package to command a large chunk of change atop that. Records don’t come cheap, ya know.

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The Mustache Muscle era of the late-1970s through the early ’80s was a bit of a mixed bag for car fans. Many nameplates that had become steeped in legend during the muscle-car heydays of decades prior were still hanging around, but they were shells of their former selves. These nameplates—Mustang, Regal, Camaro, Charger—offered attractive styling but still lacked substance thanks to buzz-kill safety regulations, fuel-economy concerns, and the smog-reduction tactics of the early 1970s.

Chevy’s Monte Carlo was no exception. The fourth-generation car, which debuted in 1981, was underpinned by GM’s mid-size G-body platform, the same bones that formed the likes of the Buick Regal, the Olds Cutlass, and more. The coke-bottle-styled sheetmetal was attractive, in a distinctly ’80s fashion. In 1983, a high-performance variant—the Monte Carlo SS—finally returned to the order sheet.

Initially, the 305-cubic-inch V-8 produced just 175 horsepower and 225 lb-ft of torque. Five additional ponies arrived in 1984. In 1985, a new axle ratio (3.73:1 vs. 3.42:1) and a TH200-4R four-speed automatic helped liven up the Monte a bit. Peak sales came in 1986, with 41,164 Monte Carlos leaving dealer lots across the nation.

One of those 41,164 happens to be this week’s Hagerty Marketplace pick of the week. The 1986 Monte Carlo SS seen here is no ordinary car, however; this one has been fitted with a 406-cubic-inch V-8, built by Lingenfelter Engineering and believed to have been installed shortly after the car was first purchased.

In the comments, the seller notes that they were told the car produced 500 horsepower from the V-8, although he notes that he has no data to support that. Either way, it feels safe to bet the Lingenfelter motor handily outstrips the 305 that came stock in this car. There’s even a little blue bottle of surprise juice in the trunk, should you feel the need to really drop someone at a stop light.

That belter of an engine is fitted with an aluminum intake manifold, a four-barrel carburetor, and dual exhausts. It mates to a three-speed Turbo Hydra-Matic 350 automatic transmission, shifted by a B&M lever.

The five-spoke wheels that were new for the 1896 model year on these cars have been replaced with 15-inch rollers from Enkei Racing that wear meaty Goodyear Eagle GT tires up front and Hoosier Quick Time tires out back. (The seller recommends the tires be changed soon due to age.) To help keep the rear from breaking loose, this car also has SSM rear traction bars.

The black paint coating the exterior is believed to be original and looks to be in quite good condition. Red “Monte Carlo SS” decals accent the sides and a pinstripe graphic runs the entire circumference of the car, adding a nice break in the black-on-black scheme.

Inside you’ll find a cloth interior with removable glass roof panels offering that classic T-top vibe. This was a relatively high-optioned car when new, as it includes power windows, cruise control, air conditioning, and more.

While the odometer currently displays just over 2100 miles, the listing does note that the true mileage is unknown. The CARFAX report accompanying the listing shows that the current owner purchased the car in June of 2018 with a mere 1733 miles reported, but the first registration noted on the car in 1992 shows an odometer reading of 10,451 miles.

With five days left to go in the auction, the leading bid currently stands at $17,000. If you’ve been craving a piece of Mustache Muscle–era styling with about four times the expected punch, this Monte Carlo might be your golden ticket.

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Unless you’re rolling it out of a trailer for two car shows a year, the life of your hobby car is probably going to involve some tough run-ins with dirt, grime, and other detritus that are all but inescapable in everyday life. Add in nearly four decades of slumber in a dusty barn, and things go to a whole other level.

The barn-find DeTomaso Pantera that Tom Cotter discovered in North Carolina a while back has been getting quite the second shot at life. Davin and his merry band of wizards breathed new life into the Ford 351 Cleveland V-8 in the latest edition of our famous Redline Rebuild series, but the goal was never just to freshen up the motor. We wanted to put this Pantera back on the road, looking as good as it did the day it rolled off the assembly line.

That’s where cryoblasting (the cool-kid term for dry-ice blasting) comes in. The relatively new method of car detailing involves using little pellets of dry ice to blast away debris and dirt that have been caked on over years of use. Think of the materials that even the best power washers can’t touch without risking the finish of what’s underneath.

Tom takes the engineless Pantera to Jared Friends of Merritt Motors, a specialty dealer out of Kannapolis, North Carolina, that offers dry-ice blasting as well. As Jared explains it, despite being relatively new to the automotive world, cryoblasting has been around for a few decades in the manufacturing and food service industries. “[It’s used] to clean any surface where you don’t want to damage the substrate underneath,” explains Friends.

Dry-ice blasting has a far more exacting level of cleaning capability than blasting with another media like sand or walnut shells would, he says. In the case of the Pantera, Tom is hoping to see the original undercoating remain intact, but also to see all of the dirt and grime that’s worked its way into said undercoating removed. As Jared shows Tom, the pressure and particle size are both highly customizable, depending on the application and the desired outcome.

Watching Jared and his colleagues work is downright mesmerizing. You can see the gun turn the surface white temporarily, as the dry ice freezes everything it touches. Then, as it evaporates, what’s left is a dirt-free surface that still has the factory undercoating intact—just like Tom had hoped.

Perhaps most impressively, the process seems relatively surface-agnostic. Whether Jared and his crew were spraying steel on the frame, body panels, exposed mechanical components, or wires and rubber grommets, the cryoblasting has no trouble removing half a century of build-up.

Just before the halfway point in the video, the team pauses to do a side-by-side comparison between the treated areas and the untreated areas. The difference is astonishing; Tom is completely blown away. By the time the crew is finished, the Pantera looks nearly as good as new. In fact, the finish is so solid that Tom and Kyle, Jared’s associate, are analyzing the quality of the application of the original factory undercoating in areas, noticing inconsistencies with the way the Italian assembly workers treated areas on the Pantera.

On the second day, Tom and the car’s owner, Brian Cotter, get a chance to try their hand at the cryoblasting process. Both are amazed at how straightforward the application is. Before long, they’re both having a great time blasting away at the built-up grime. Eventually the transmission gets the same treatment, taking the gearbox back to near-as-new. Even the interior panels get touched up.

“It’s going to be so nice to work on,” says Tom. “It’s oddly satisfying to use the machine,” agrees Brian. “It’s remarkable the amount of different materials you can clean up with this process.”

We couldn’t agree more. Check out the full transformation by watching the video below.

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The post Cryoblasting Our Barn-Find Pantera Made It Look Like New appeared first on Hagerty Media.

Ford Performance Parts will now offer an upgraded steering package right from the catalog for Bronco owners who want to push their SUVs even further off-road or fit them with even larger tires.

As first spotted by Ford Authority, the new steering kit (part number M-3200-WT) will include a higher-torque steering motor with an improved/reinforced steering gear (cribbed directly from the Bronco Raptor), as well as stronger inner tie rods with improved articulation and beefier outer tie rods with increased-deflection ball joints. The kit, according to Ford, “significantly reduces steering efforts in various off-road conditions.”

The $1300 package is compatible with the following versions of Ford’s rugged SUV: all 2021–24 two-door Broncos, 2021–24 four-door Broncos equipped with the Sasquatch Package, and 2021–22.5 four-door Bronco Wildtraks. If your 2021–23 four-door Bronco does not have the Sasquatch Package, this kit won’t work. (That said, 2024MY Bronco Badlands and Sasquatch Package–equipped models will now get the beefed-up steering gear standard.)

In addition to the package, you’ll have to purchase the $495 Ford Pro-Cal 4 programming tool to program and configure the new steering hardware. Ford says the tool must be connected to the vehicle before the original steering rack is removed to ensure that the new gear can be properly configured and programmed.

Ford’s decision to use independent front suspension on the Bronco was a boon for its on-road behavior, enabling a much comfier highway ride than its crosstown, stick-axled rival, the Jeep Wrangler. However, in extreme off-road scenarios, the steering gear, tie rods, and ball joints on the Bronco can endure a lot more stress—particularly as you start to get into the realm of 33-inch tires like you’d get with the Sasquatch.

The decision to offer the beefier turning equipment from the factory is a smart one. Before your Bronco winds up bow-legged alongside the rocky part of a trail, consider scooping this upgrade to claw back some peace of mind.

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When the next chapter of Dodge muscle—the Charger Daytona SRT Concept—debuted in August 2022, there was skepticism about some of the tech tricks that Dodge said it would employ to attempt to preserve the magic of its Hemi-powered forefathers. Would features such as an “eRupt” multi-speed electromechanical transmission or a simulated ICE exhaust note really bridge the gap between old and new?

We’re still a ways away from answering that question, but a patent filed last year by FCA US LLC (read: Stellantis) engineers and recently unearthed by MoparInsiders could draw the two experiences a bit closer. The “Active Sound and Vibration Enhancement Systems” will seek to add another element of the sensation of driving an ICE-powered vehicle to future EVs. At the same time, the tech could possibly advance pedestrian safety.

The system will pair a force generator (vibration motor) with a sensor system that will, according to the patent documents, “mimic the vibrations that would be produced by a predetermined internal combustion engine operating at the sensed operational condition of the vehicle.”

Put in layman’s terms: Sensors will gather operating data from how an EV is driving and then feed that data to a vibration motor that will buzz the chassis in a way that mimics what you’d feel driving a gas-powered vehicle the same way.

At first blush, it feels like this system would fall into the same ‘gimmick’ camp as adding completely fake exhaust noises to an EV. However, if the parameters within the system could be configured, it seems like you’d then have the possibility to select what kind of engine your Charger Daytona EV is imitating, possibly with just the push of a button.

Imagine rolling through downtown Detroit with your Charger Daytona’s vibration system configured to mimic the menacing chop of a late-’60s 426 Hemi with a big ol’ nasty cam; that’s pretty interesting, in our eyes. (It might sound far-fetched, but at one time, so did replicating a Fox-body Mustang‘s instrument cluster. Then the new Mustang debuted, and the digital instrument panel features that very ability.)

The system could also have the added benefit of increasing the safety of those in proximity by mitigating the near-silent nature by which EVs slink around. The vibrations in the chassis could emit some noise of their own, and when paired with the active sound system, the vehicle as a whole would probably be noisy enough to be easier to detect to bystanders.

Dodge’s Charger Daytona will debut later this year, and although this article has been focused on the all-electric variant, we also expect a gasoline-powered version—likely sporting some variant of the 3.0-liter twin-turbo straight-six Hurricane engine—to bow first. That version certainly wouldn’t need a system like this to make it noticeable, but for the electric version, this idea has us curious.

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Hot on the heels of the Ineos Grenadier SUV, which is reaching customers now, and the start of production for the Quartermaster pickup, Ineos Automotive has announced its third model, the Fusilier. While Grenadier and Quartermaster—at least in the U.S.—will be powered by BMW straight-sixes, the Fusilier will offer a very different source of motivation: battery electric power.

Actually, there are two flavors of electric power on tap: You can order your Fusilier with a purely electric powertrain, or you can opt for an electric powertrain that includes a small, gas-powered engine that powers an onboard generator to feed charge to the batteries when an outboard charger isn’t available. (Think of a similar layout to that of the 2025 Ram 1500 Ramcharger pickup.) Power and displacement figures for the range-extender version, according to Ineos, will arrive this fall.

The decision to offer a range extender here feels significant. Though plenty of automakers are insisting that electric off-roaders are sufficient with batteries alone (Jeep’s Recon EV, for example, is clearly sculpted as an electric successor—or sidekick—to the rugged Wrangler), there are still concerns about the possibility of being stuck on a trail with a dead battery, nowhere near a vehicle charger.

Ineos, on the other hand, is taking a more measured approach.

“We’re excited to bring our electric 4×4 to market but we are beginning to understand the clear limitations of battery electric in certain situations,” explained Sir Jim Ratcliffe, Chairman of INEOS. “We believe the addition of a range extender electric to our line-up will offer our customers a very low emission drive without the range anxiety drivers of electric vehicles experience today.”

Like the Grenadier and the Quartermaster, the Fusilier will be developed in conjunction with Magna Steyr, the Austrian supplier responsible for nameplates like the Mercedes-Benz G-Class and the Toyota Supra. To ensure the smaller SUV can cut it when the going gets rough, Ineos will work with Magna Steyr to put the Fusilier through a testing program on Austria’s Schöckl mountain near Magna Steyr’s vehicle assembly facility in Graz.

While the Fusilier shares some design language with the Grenadier, it’s going to be considerably shorter (about 47 inches, according to Automotive News Europe) and a little lower than the latter. Chassis-wise, the Fusilier will consist of an electric skateboard platform topped with a steel body that features aluminum doors and closures, presumably for the hood and rear hatch. A steel underbody will protect the batteries.

No word yet on battery sizes, targeted range figures, or power numbers. Expect to hear more about those later this year.

Ineos Automotive’s COO Hans-Peter Pessler told AN Europe that the company is targeting an annual production total of 40,000–50,000 units, with a 50:50 mix between the pure EV versions of the Fusilier and those with the range extender.

While Fusilier production was reportedly slated to start in 2026, the late addition of a range extender option will likely push that target into early- or mid-2027, according to Ratcliffe.

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The Land Cruiser is returning to the United States this year, and today Toyota finally announced pricing information for all three trims. The base model, dubbed the Land Cruiser 1958, will start at just $57,445. The middling trim, simply called Land Cruiser, will run you at least $63,445, and the range-topping First Edition will start at $76,445. (All prices reflect the MSRP plus a $1495 destination and handling fee.)

The new Land Cruiser is a noteworthy departure from past generations, which, starting with the 100 Series (which debuted in 1998) and the 200 Series (which debuted in 2008), had grown rather portly. Visually, the 2024 Land Cruiser—Toyota calls it the 250 Series—evokes a pleasant blend of the 60 and the 80 Series, both slimmer and seemingly more focused on capability. Indeed, the new model is 4.4 inches narrower and 1.2 inches shorter tip-to-tail than the 200 Series.

The biggest advancement comes under the hood, where the new Land Cruiser now employs a version of Toyota’s iForce-MAX hybrid system, the same as found in the new Tacoma. The system pairs a turbocharged 2.4-liter four-cylinder engine with an eight-speed automatic transmission, a 1.87-kWh NiMH (nickel-metal hydride) battery, and an electric motor integrated into the transmission. Total system output is stout: Toyota claims 326 hp and a whopping 465 lb-ft of torque. Relative to the archaic 5.7-liter V-8 that powered the 200 Series, the new powertrain is down 55 horsepower but up 64 lb-ft of torque. More importantly, the new system has received an EPA-estimated rating of 23 mpg combined, besting the older model’s combined rating by nine mpg.

Being a Land Cruiser, off-road capability is paramount. The initial spec sheet looks promising: A full-time four-wheel-drive system is standard across all three trims, as are locking center and rear differentials. New to the Cruiser this year is an electronically disconnecting front swaybar, which should give the independently suspended front wheels extra articulation to help keep tire to turf in otherwise hairy situations.

(Worth noting: The Land Cruiser’s ritzier cousin, the Lexus GX, only gets a rear locker on the Overtrail and Overtrail+ trims; Kudos to Toyota for bringing that equipment to every pricepoint of the Cruiser.)

Now, let’s talk about what your money will get you. Opt for the Land Cruiser 1958, and you’ll get retro-inspired LED headlamps, heated fabric seats, and a throwback T O Y O T A grille emblem. Blessedly, the base model doesn’t feel like a total stripper; you’ll still get standard niceties such as automatic climate control, an 8-inch center touch screen, a 7-inch screen integrated into the instrument cluster, and a powerful 2400-watt AC inverter to power your toys or tools when you reach camp.

Splash an extra $6000, and you’ll reach the middling Land Cruiser trim. Here, the front headlamps revert to rectangular units instead of the roundies in the 1958, and you’ll get color-selectable LED foglights from Rigid Industries. Inside, you’ll get heated and ventilated front seats, a larger 12.3-inch central infotainment screen, a similarly-sized screen for the instrument cluster, and a power liftgate. The audio system is upgraded from a six-speaker system in the 1958 to a 10-speaker system here. Most notably, you’ll have to pick the Land Cruiser grade to get that disconnecting front swaybar. You’ll also have access to Toyota’s Multi-Terrain Select (MTS) and Multi-Terrain Monitor (MTM) systems, which both help take some of the mystery out of off-roading.

There’s a premium package available for the middling Land Cruiser trim as well, which adds leather-trimmed front seats, a 14-speaker JBL audio system, a digital rearview mirror, a head-up display, a power moonroof, and a few other goodies. No word on what that package will cost yet, but we’ll place an educated guess of around $8000.

Atop the range sits the First Edition, a blatant nod to the Land Cruiser’s most ardent fans, who by now have certainly contacted their dealers for a spot in line. In addition to all of the features from the middling Land Cruiser grade, this one will revert back to those round, throwback LED headlamps. Other touches include trim-specific 18-inch wheels and “First Edition” logos embossed on the door panels. There is some added capability here, too; First Editions get a roof rack, rock rails, and a front skid plate as standard. (If you need underbody armor for a lower trim, sit tight; the aftermarket is probably halfway through prototyping it right now.)

While just shy of $80K might feel plenty steep for a Land Cruiser, keep in mind that figure represents only the tippy-top trim. This much capability and style coming in under $60K is a serious win for Toyota. Give the aftermarket some time to sort out the wheels and tires, and you’re looking at an out-of-the-box rig that will be able to withstand just about anything the adventure-seeking crowd could throw at it. We can’t wait to experience it.

Expect the 2024 Land Cruiser to arrive in dealerships this spring. It will be built at the Tahara and Hino plants in Japan, alongside its Lexus GX cousin. (To check out that plant and the production of the GX, click here.)

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As far as getaway cars are concerned, Chevrolet’s mid-engined C8 Corvette would probably acquit itself well. The raw American power from the LT2 V-8 and that agile chassis would certainly give you a decent chance of outrunning Five-Oh, if such a crisis presented itself. (Let’s get this out of the way: Don’t run away from the police.) However, if your getaway Vette happens to be chained to a 53-foot car hauler … along with nine other C8s … all still wrapped in delivery packaging … well, that would complicate things a bit.

According to a Facebook post from the Cochise County Sheriff’s Office, Twenty-three-year-old Isaiah Walker of Lawton, Oklahoma, was arrested on Thursday for multiple felony charges after he stole a semitruck and car hauler trailer laden with ten C8 Corvettes. Walker encountered the truck and trailer on Thursday at a Love’s Truck Stop along Interstate 10 in Wilcox, Arizona, just east of Tucson.

According to the driver, whom police say was the person who phoned in the theft, Walker talked to him for a bit but then pulled him out of the cab and climbed in himself. Walker then locked the door of the truck and drove the carrier out of the lot himself, according to police.

A chase ensued after a deputy from Cochise County located the truck a few miles away. According to police, Walker began to drive the truck recklessly once he realized he was being pursued, causing other vehicles to leave the roadway. A short while into the chase, the truck pulled over and stopped, and Walker was taken into custody by the deputy and another police officer from Wilcox.

Police say Walker “admitted to stealing the vehicle and advised that the Corvettes were not the reason and that he needed a truck to get home as he had just been released from prison.” It’s unclear whether or not Walker had just been released from prison when he stole the semi, but he has now been booked into the Cochise County jail for robbery, 11 counts of theft of means of transportation, and felony theft.

“I am extremely proud of the officer and deputy involved in this investigation,” said Wilcox police chief Dale Hadfield. “The deputy and officer showed great restraint and patience in bringing a serious crime to a peaceful resolution, all while keeping the property of others from being damaged. The stolen vehicle was safely recovered without damage and was released to the driver so he could continue his delivery.”

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The Zillow description starts with zero pulled punches: “ARE YOU A CAR ENTHUSIAST?” And because you’re reading Hagerty, we’re going to assume the answer is “yes!”

A house in Canaan, New Hampshire, is up for sale, and within the 18.4-acre lot dwells a slew of nearly 300 classic cars. Most are in some state of disrepair. 197 Orange Road is, according to the listing, the home of Parts of the Past, a classic car business that aims to aid enthusiasts in their hunt for hard-to-find parts by offering a boneyard of sorts.

Constructed in 1988, the 1648-square-foot post-and-beam house features one bedroom and two bathrooms, one of which is a half-bath, and a wrap-around deck on the outside. There is also a 1200-and-change-square-foot garage on the property.

Admittedly, the house is in fairly rough shape; there’s quite a bit that needs completing on the interior, though, from the looks of it, all the important stuff, like the plumbing and the electrical, appears intact. (As with car shopping, however, one never knows until the inspection report comes back.)

On to the important stuff. Scores of classics from various decades spanning the ’40s to the ’70s litter the lot, as do dozens of individual parts. Doors and other body panels are sprinkled on the property like dandelion fluff. From the images, we can see a Nash Metropolitan fading into the forest floor. There’s also a 1958 Ford Edsel parked at the front of a row of other rusting metal. Another image shows what appears to be a DeSoto Firedome, possibly a 1956 model, with a crunched hood, though most of the chrome trim pieces still might be usable. We think we can make out a 1949 Chrysler Imperial Crown Limousine engulfed in ferns and other foliage.

Our staff has spent the better part of the morning playing “Can you I.D. this car” across our internal chat system. Consider this your invitation to chime in in the comments if you recognize other models in this mix.

Per the listing, this property is being sold as-is, and the buyer will be purchasing not only the home and the lot but also the business and its name, as well as this cadre of classics and parts. When this listing hit the market in August of last year, the asking price was $585,000. Since then, it’s experienced numerous price reductions and is now listed for $399,900, with the ask for cash buyers only.

If you’ve been toying with the idea of getting into the classic car business or just care enough about the hobby to want to see this institution remain active, now’s your chance. Let’s hope our current caretaker can find a new buyer quickly; the thought of this property (and everything it comes with) lingering too much longer pains us a bit.

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An autonomous Waymo robotaxi was attacked and eventually set ablaze by crowds who had gathered in San Francisco to celebrate the first day of the Chinese New Year, according to a report from Reuters.

The driverless Jaguar I-Pace taxi, which drove in the direction of the crowded Jackson Steet and Grant Avenue crossing on Saturday, February 10, was quickly blocked in on all sides by people, who eventually started attacking the car. Eventually, someone in the mob set the robotaxi on fire.

The incident represents one limitation of exclusively software and sensor-driven vehicles. “Most normal drivers know that they have to avoid Chinatown during the Lunar New Year Holidays,” Aaron Peskin, president of the San Francisco Board of Supervisors and vocal advocate for stricter regulation on self-driving cars, told Reuters. “The computer doesn’t understand that.”

San Francisco Mayor London Breed said that the incident in Chinatown was “a dangerous and destructive act of vandalism” and voiced her support for the city’s role as a testbed for self-driving tech. “We are a city that is home to exciting, emerging technologies, like autonomous vehicles, that are changing the world,” Breed told Reuters.

Others in the Bay Area aren’t as convinced. According to The San Francisco Standard, city officials, including the fire chief, have complained that the driverless cars have been known to impede the efforts of first responders trying to get to emergency scenes.

Just the week prior, a Waymo vehicle struck a bicyclist in another part of the city. In October of 2023, a GM Cruise robotaxi made headlines when it hit and subsequently dragged a pedestrian 20 feet underneath the car. The incident was severe enough to prompt the state of California to suspend Cruise’s driverless vehicle testing license.

To some, the fiery episode marked a new high-water mark for what feels like a growing resentment towards driverless cars and other tech that relies on artificial intelligence.

BREAKING: An autonomous Waymo vehicle is intentionally set on fire in Chinatown, according to SF Fire. Firefighters said they got reports around 10 people were involved.

Waymo said “a crowd surrounded and vandalized the vehicle, breaking the window and throwing a firework … pic.twitter.com/6QN2jTppRu

— Gia Vang (@Gia_Vang) February 11, 2024

“We are seeing people reaching a boiling point over tech that they do not want and does not make their lives better,” Missy Cummings, director of the George Mason University Autonomy and Robotics Center and a former adviser to U.S. traffic safety regulators, told Reuters.

Where it all goes from here is anybody’s guess, but the incident becomes yet another on a growing laundry list of episodes that show the shortfalls of current-day driverless technology. “What is becoming abundantly clear is that AV technology is not as sophisticated as the industry would like us to believe,” said California state Senator Dave Cortese.

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Mini has announced new gas-powered versions of the Cooper and Cooper S, the fourth iteration of the nameplate under BMW ownership, and likely the last gas-burning variants we’ll see before the brand shifts to an all-electric portfolio by 2030.

For U.S. customers, both models will use a four-cylinder engine in two states of tune. For the higher-performance Cooper S, the 2.0-liter four-pot will produce 201 hp and 221 lb-ft of torque, which Mini says will accelerate the car from 0–60 mph in 6.3 seconds. Specifications and performance figures for the normal Cooper aren’t yet available. Mini is targeting early fall for the regular Coopers to arrive at dealerships and says that performance numbers will be released closer to the launch date.

That base Cooper will use the same four-cylinder, which means in the U.S. market,  the turbocharged three-cylinder engine that was once the base motor is no more. (Mini did say that most other countries would retain the three-cylinder, however; just not the U.S.) For the 2022 car, the most recent model year for which we could find specs, the three-pot was good for 134 hp and 169 lb-ft of torque; we’d expect the four-cylinder in the 2025 Cooper to offer slightly improved power figures that still fall below the 201 hp and 221 lb-ft of the Cooper S.

Regrettably, the new gas-powered Coopers won’t offer a manual transmission as an option. We reported as much back in September of last year, and Rob Duda, a spokesperson for Mini, confirmed the change to us earlier today. Duda did mention that there are plans for a John Cooper Works variant, which gives us hope that perhaps a row-your-own Mini isn’t entirely off the table. Expect more details on that car at a later date.

Fans of the band will note that two all-electric versions of the Cooper exist, as well. The Cooper E and the sportier Cooper SE, as they’re called, will be sold alongside the gas-powered models to ensure that buyers have access to the propulsion method of their preference. “The car is ideal for all those people who want to drive a classic Mini 3-door and appreciate the traditional performance and characteristic sound of a combustion engine,” said Stefanie Wurst, head of Mini.

Though the electric and gas-powered versions of the Cooper may look very similar, the electric models sport an entirely different chassis. The electric Coopers will be built in China under a joint venture between BMW, Mini’s parent company, and Great Wall Motor, a Chinese manufacturer. The gas-powered Cooper, meanwhile, is expected to retain a largely carried-over chassis from the 2023 car. The hardtop version pictured here will continue to be built at the BMW Group’s Oxford, England, plant. (Mini made no mention of the convertible version in the latest release. We’ll have to wait to hear about that one.)

Mini says that production for the U.S.-bound Cooper S will start in March of this year, while production of U.S.-bound regular Coopers will begin in July. Adding the $995 destination and handling fee, the Cooper S will start at $33,195 and the regular Cooper will start at $29,945.

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At the 66th Grammy Awards on Sunday night, country music star Luke Combs surprised in-person and television audiences alike when the curtain dropped ahead of his cover of the song “Fast Car”. As the familiar guitar riff began, the lights lifted to reveal not Combs, but rather, the song’s original creator: singer-songwriter Tracy Chapman.

The two artists alternated verses before joining for the chorus bringing the house down with a duet for the ages. But it was the brief film shown before the performance, an interview and montage with Combs, that gave us the automotive connection beyond just the notion of a car that could “get us outta here.”

“My dad had a 1988 Ford F-150 pickup truck,” said Combs to the producers. “It had a cassette player in it, and my dad would play me that Tracy Chapman self-titled album. That song, ‘Fast Car’, it was my favorite song before I even knew what a favorite song was.” Over a collage of photos from Combs’ younger days, from school pictures to early gigs at local bars, Combs shared how the song became a foundational part of his musical blossoming. “I’ve been playing that song since I could play guitar, honestly. I just love that song.”

Combs recorded a cover of the song as a part of his most recent album, titled Getting Old. When the cover first appeared on his record, Chapman, who has since retreated to a more reclusive life, was courteous and earnest in her support of Combs. “I never expected to find myself on the country charts, but I’m honored to be there,” Chapman told Billboard in an exclusive statement. “I’m happy for Luke and his success and grateful that new fans have found and embraced ‘Fast Car.’”

The song has been a staple at all of Combs’ live shows for a while now, often sung alongside an audience that routinely joins him in belting out. It’s also proving to be quite successful from a charts and awards standpoint. Combs’ cover has reached as high as number 2 on the Billboard Hot 100, and has topped country music charts everywhere. Along the way, Combs earned two Country Music Association awards in 2023 for single of the year and song of the year.

Of course, “Fast Car” was already an established hit before Combs’ soulful vocals lifted its lyrics. When Chapman first released the song in 1988, it earned her three Grammy nominations of her own: Record of the Year, Song of the Year, and Best Female Pop Vocal Performance, the latter of which she won in 1989.

The duet, then, was a fitting high point for the two artists. Fans of Combs and Chapman alike flooded social media with personal connections to the song, often involving an automobile of their own.

The Grammy duet caught the eye of Ford CEO Jim Farley as well. “It was such a moving performance and one of those shared cultural moments that everyone was talking about at work the next morning,” Farley said in a statement to the Detroit Free Press last night. “It’s special that a Ford truck was a little part of the backstory.”

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At the Chicago Auto Show later this week, Nissan will unveil a special-edition Frontier pickup that celebrates the brand’s class victory at last fall’s NORRA 500 desert race. The Frontier Forsberg Edition will get a bevy of factory-backed bolt-ons to increase the midsizer’s off-road chops and can be fitted to any four-wheel-drive-equipped Frontier from the 2022 model year or newer.

So, what does the $9999 MSRP Frontier package get you? Visually, truck owners will gain access to special 17-inch beadlock wheels, rock sliders to protect rockers, a new low-profile roof rack with integrated LED lighting, Forsberg Racing decals for the bodywork, and a special Forsberg Racing Limited Edition badge inside the truck.

Functionally, the Forsberg package delivers a NISMO off-road kit that features a slight lift, forged upper control arms, high-performance shocks, a NISMO cat-back exhaust, and knobby Yokohama Geolandar X-AT off-road tires size 265/70 to wrap those beadlock wheels.

The package is the result of a collaboration that took place last year in which Nissan partnered with Chris Forsberg, one of the brand’s factory-backed drivers for Formula Drift, to develop a Frontier outfitted with the NISMO parts mentioned above that would take the flag at the grueling NORRA 500 off-road race. Forsberg, along with Yokohama teammate Leticia Bufoni, entered the 2023 race in the stock production class and wound up taking first in class. It also happened to be the only vehicle in the class, although plenty of race entrants in other classes didn’t make it to the finish.

“We took a stock truck outfitted with NISMO Off-Road parts and drove it from the shop in Southern California to the event, raced across the Baja desert for 500 miles, and drove it back home without an issue,” said Forsberg. “It’s thrilling to know that more drivers will be able to experience a taste of the rugged performance that propelled our success in the NORRA 500.”

The kit looks the business, particularly on the Pro-4X trim pictured here. When we first got a taste of the new Frontier, which was completely redesigned for 2022, we were charmed by the way it retained a utilitarian, workhorse vibe while the competition seemed to be increasingly striving towards high-tech and luxury-oriented concepts.

With the Forsberg Edition kit, the buyers will be able to take delivery of a seriously capable machine right out of the box. It’s the second special edition that Nissan has bestowed upon the Frontier, the first being the charming, retro-cool Hardbody Edition that scores heritage-styled 17-inch wheels, retro decals, a sport bar for the bed, and more for $3890. Whether you want to splash 10 grand for real capability or less than half that for some throwback charm, Nissan’s doing a superb job keeping its midsize pickup interesting in a market that’s perhaps never been more competitive.

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Bad news, van-lifers, bus-lifers, and all the in-between-lifers among us: Someone just beat all of you for the coolest home on wheels.

Yesterday in Paris, at Bonhams’ Les Grandes Marques du Monde sale, someone scored this 1955 Alfa Romeo T10 Autotutto Romeo Campervan, and with it, the all-natural flower crown for the most unexpected vehicle you’ll share a campground with. Final hammer price: €75,900 ($81,844), including premium.

And just what did those euros get our buyer? Gaze upon the pea-green and off-white two-tone paintwork. Marvel at the slender Alfa Romeo grille seemingly slapped directly overtop the larger, color-matched grille. Did we mention the wicker picnic hamper and the folding camper table?

In the 1950s, Alfa Romeo was busy making a name for itself with more sporting cars such as the Giulietta Sprint and the Giulietta Spider. But it also dabbled in building a small commercial delivery van, dubbed the “Autotutto” (“all-purpose”). Its first iteration, the T10, was launched at the Turin motor show in 1954. Notably, the T10 was Alfa’s first commercial vehicle to offer left-hand drive.

Power came primarily from a de-tuned 1.3-liter twin-cam four-cylinder borrowed from the Giulietta, although a supercharged two-stroke diesel two-cylinder was also offered, including in this very example. Thanks to its front-wheel-drive configuration, as well as four-corner independent suspension with a transverse torsion bar at the rear, the T10s had commendably large and low load areas, perfect for commercial applications.

The van in question is extensively documented, with an official Alfa-issued certificate of origin which shows that this fella left the factory on January 7, 1955. It changed hands in 1963, then became part of an Italian collection for many years, until it was purchased by the seller, who embarked on an extensive restoration of the bodywork and interior to convert it to the campervan you see here. Impressively, the T10 retains its original two-stroke diesel motor.

Inside, there’s a bench that folds out to a double bed, a foldable table, multiple storage cubbies, a sink with fresh and gray water systems, a gas stove, and more. The van was offered for sale with all the necessary paperwork, including a photographic record of the restoration and campervan conversion.

Sure, you can go the more conventional route and try to grab a Volkswagen Type 2 campervan, or drop around six figures to get a modern Mercedes-Benz Sprinter or a heavily upfitted Ford Transit Trail, but the latter two lack the charm of this vintage Alfa and the former feels like a crowd-following move. Even if it ends up leaving you stranded, at least this van will allow you to bed down in style until the flatbed arrives.

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Ford is giving its Explorer SUV a makeover for the 2025 model year, with the brunt of the effort going to the interior and the technology suite. A revised cabin design features a new dashboard layout, plenty of new materials for seats and touchpoints, and the introduction of the Ford Digital Experience, which the automaker says will “allow customers to access their digital life inside the car.”

We’ll start with that last one because it certainly raised our eyebrows. Ford says that its new digital experience will enable customers to enjoy a greater level of personalization with their ’25 Explorer through specific profiles (that presumably have saved settings for things like climate control, radio presets, and more), content, and apps. It looks like most of this experience will take place on the 13.2-inch central touchscreen. One image shows the car displaying a YouTube video for front-seat occupants, and Ford says you can also watch Prime Video.

The system also has Google Maps and will use Google Assistant as the default aid, although Amazon Alexa is also included. Through either, you can do things like set the vehicle temperature, search for and find destinations, request radio stations, and manage basic phone functions like calling or sending texts, just with your voice. Google Play is also offered, enabling streaming through Spotify, Amazon Music, Audible, and more. If you’re parked for a long time, the system can also pair with a Bluetooth gaming controller to access a growing list of games through Google Play. Wireless Apple CarPlay and Android Auto will come standard across the lineup.

Customers can opt for one of four trims for the new Explorer, in ascending order of price and standard features: Active, ST-Line, ST, and Platinum. Notably, that adventure-focused Explorer Timberline is nowhere to be seen, at least for the time being.

Certain trims (ST-Line, ST, and Platinum) of the ’25 Explorer will also come equipped with BlueCruise, Ford’s hands-free highway driving system. Features such as lane-change assist, in-lane repositioning, and automated braking + acceleration in traffic jams are all included. Customers buying properly equipped Explorers can activate BlueCruise for a one-year plan at the time of purchase with a complimentary 90-day trial, and then add or deactivate the system as needed following that. (Sigh.)

Within the cabin, the dashboard has been pushed forward to open up the front-row seating a bit. A new integrated tray below the center screen can be equipped with a wireless phone charger. Trim-specific interior color schemes are new as well, with the high-end Platinum getting flourishes such as a leather instrument panel to match the new leather seats. That 13.2-inch center screen is no longer upright, as it was in the outgoing 2024 model, but laid horizontally across the dash. The tweak should also add to the airiness of the cabin.

All 2025 Explorers will feature a new face with a different grille for each trim. The grille is noticeably larger, now stretching down into the lower bodywork that spans the front bumper. Fog light openings and cooling intakes along the lower outsides of the front fascia have also been redesigned. Platinum, ST, and ST-Line Explorers can get an optional black painted roof, the trendy styling choice of the modern era. There’s also a redesigned liftgate out back. Along with the four different grille designs (each trim gets a unique face), Ford is bringing seven wheel designs to the Explorer, with limited accessibility across the choices based on what trim you opt for.

Powertrain offerings are largely carried over. The Explorer Active will get a 2.3-liter EcoBoost four-cylinder making 300 horsepower and 310 lb-ft of torque. The ST-Line will make do with the same engine. The Explorer ST is the first trim that grants access to the twin-turbo 3.0-liter EcoBoost V-6, which is good for 400 horses and 415 lb-ft of torque. Explorer Platinums will get the 2.3-liter four standard but offers the V-6 as an option. All Explorers come with standard rear-wheel-drive and a recalibrated 10-speed automatic transmission, though every model does offer four-wheel-drive as an option.

Order books open today, says Ford. Starting MSRP for a 2025 Explorer Active with no options is $41,220, including the destination fee. Vehicles are expected to arrive at dealerships next quarter.

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If you think that automakers are content to let the aftermarket suck up profits from off-road enthusiasts, think again. Over the past half-decade, we’ve seen nearly every marque try its hand at something with meaty tires, hoisted suspension, and a skidplate or six. The roster has only gotten bigger and better: Ford’s Bronco is back and buzzing, the Jeep Wrangler has never been more impressive, and the full-size truck wars have officially left the pavement. Even supercars are snorting dirt like it’s going out of style.

If the space interests you at all, the Lexus GX is almost certainly a familiar sight. These machines have always excelled where the going gets rough, but since the GX’s inception in 2002, its reputation as an off-roader and overlander has been inextricably tied to the aftermarket. Beloved for their bulletproof reliability and sturdiness, the GX is often treated as a blank canvas for custom and off-the-shelf adventure parts. With the new Overtrail and Overtrail+ trims, that well-regarded trail capability is finally the focal point of Lexus’s own strategy.

As we’ve written about previously, the GX is able to go in this direction because a new model—the three-row TX—fulfills Lexus’ need for a luxurious, on-road-focused SUV.

Our first date with the 2024 Lexus GX 550 took place in Tucson, Arizona, at the vehicle’s official press launch. We spent the day rolling through desert trails and over nearby highways and roads, sampling a few of the six trims offered on the new GX (Premium, Premium+, Luxury, Luxury+, Overtrail, and Overtrail+). At the end of the day, the Overtrail variants were the ones that most held our attention.

Added to the base price of $77,250 (including a $1350 destination fee), the options list on the $80,915 GX 550 Overtrail+ you see here was relatively modest: $350 for bi-tone paint that adds a blacked-out roof to contrast the sandy Earth (flat tan) paint; a 21-speaker Mark Levinson surround-sound system for $1140; a head-up display for $900; and a few other small-ticket options. An MSRP north of $80,000 is no small sum, but for what you get, the price feels right. (To learn about the trim-specific features of the Overtrail and Overtrail+, click here.)

Specs: 2024 Lexus GX 550 Overtrail+

• Price: $77,250/$80,915 (base/as-tested)
• Powertrain: 3.4-liter twin-turbocharged V-6, 10-speed automatic transmission
• Horsepower: 349 hp @ 4800–5200 rpm
• Torque: 479 lb-ft @ 2000–3600 rpm
• Layout: Full-time four-wheel-drive, four-door, 5–7-passenger body-on-frame SUV
• Manufacturer-estimated fuel economy: 15 mpg city, 21 mpg highway, 17 mpg combined
• 0–60 mph: 6.5 seconds
• Competitors: GMC Yukon AT4, Land Rover Defender 110, Chevrolet Tahoe Z71

Toyota and Lexus are nearing the back half of a gargantuan product turnover, with everything from the Tacoma to the Land Cruiser to the LX and GX entering new generations. All of the aforementioned vehicles (and then some) now ride on Toyota’s TNGA-F platform, a global architecture underpinning everything built by Toyota or Lexus with a body-on-frame architecture. According to Lexus, the new frame is 20 percent stiffer than its predecessor.

Atop that new frame sits what might be Lexus’ best-ever SUV design. Gone are the days of a massive spindle grille creating a visual black hole at the nose of the vehicle. The new metal is more cohesive and avoids veering into hyper-aggressive territory. The linear, geometric shape has whiffs of the new Land Cruiser—the upward turn of the beltline on the second-row door looks exactly the same—but you’ll forgive the similarities because, well, they both look fantastic.

The outgoing GX had a mishmash of body lines and surfaces that never melded, resulting in a busy, not-quite-right profile. By contrast, this one feels resolute and whole, from the angular hexagonal wheel arches to the conservative but cohesive front and rear ends. It’s as if Lexus’ designers finally nailed the GX appearance that can both attract new customers and give longtime fans something both familiar and fresh.

Relative to the outgoing GX 460, the new GX 550 is larger in almost every dimension. Overtrail variants are 4.52 inches wider, while the other trims gain just 3.74 inches of width. The wheelbase grows 2.4 inches, now up to 112.2 (which, not coincidentally, is the same wheelbase as the LX 600), and overall length increases to 197.05 inches, up nearly 5 inches from the old GX. Unless you’re parking your new GX 550 next to an older generation, though, that added footprint isn’t apparent.

From the inside, the growth is even less noticeable. Forward and lateral visibility are remarkable, thanks in part to that lower beltline and an A-pillar that’s been pulled rearward to stand the windshield more upright. The hood features a depression in the middle flanked by bulges on either side, which makes placing the GX’s nose a cinch. To help occupants better gauge just how tilted they get on a trail, the GX’s dashboard is almost perfectly flat, with a low, uniform height across its entire width.

It is possible to configure a GX 550 to seat anywhere from five to seven passengers. The Overtrail and Overtrail+ trims hold just five butts, removing the third row entirely. Good riddance, at least for adult passengers; we forced ourselves into the third-row seats in another test car and found them quite punishing. A 112.2-inch wheelbase and a solid rear axle are not conducive to comfy way-back seating.

The new generation of the GX is powered by a 3.4-liter twin-turbo V-6 that churns out 349 hp and a whopping 479 lb-ft of torque. Those figures are up from the outgoing V-8-powered model, which produced just 301 hp and 329 lb-ft of torque. Power routes through a 10-speed automatic transmission to a full-time four-wheel drive system with a locking center differential across all models. Overtrail and Overtrail+ models get an additional locking rear diff. Towing figures are stout: Four of the six trims can pull over 9000 pounds, and the remaining two (Luxury and Luxury+) can still manage 7600-plus. By comparison, a comparably equipped GMC Yukon AT4 tops out at 8200 pounds. The previous generation of GX could pull 6500 at most.

Call me a Luddite, but I adored the dead-simple 4.6-liter V-8 in the outgoing GX. It was a thirsty, not especially powerful engine, but it felt unhurried and largely effortless in its GX application. Thankfully, the new powertrain feels even more unstressed. There’s enough giddyup to keep the driver entertained (0–60 takes just 6.5 seconds, down 1.3 seconds from the outgoing model), and the 10-speed automatic operates seamlessly in the background on throttle. We did, it should be said, feel the occasional clunk while coasting down to a stop.

Our morning drive was through a modest trail system carved through a nearby ranch. The (very) mild path was designed to lift the GX into the occasional three-legged stance and highlight the added wheel articulation from the Electronic Kinetic Dynamic Suspension System (E-KDSS). The system can lock and unlock the front and rear roll bars in low-speed situations (read: crawling through a trail) to stretch the wheels downward and maintain those precious contact patches. At higher speeds, it re-engages the bars to help keep the GX poised in the corners.

I got the sense that we were barely scratching the surface of what the GX Overtrail+ could do. The knobby 33-inch tires, developed in collaboration with Toyo, clawed their way over the muddy rutted trail without a hint of lost traction. On the drive to and from the ranch, the taller sidewalls soaked up pavement imperfections like they weren’t even there. You’ll want an Overtrail if you live somewhere that suffers from potholes. Conveniently, the 18-inch wheels are also the best-looking option by a longshot; the shoes on the other trims leave a lot to be desired.

Unlike the previous GX, there is no height-adjustable suspension offered for this generation. Adaptive variable suspension is offered for Overtrail, Overtrail+, and the Luxury+ trim, the latter of which we also drove and is not pictured here. Our take: the standard dampers felt plenty sufficient.

User interfaces have been the bane of most modern Lexuses, but the new cabin layout improves upon them. (The center stack is an evolution of what’s featured in the compact Lexus NX.) This might be the first time I’ve been glad to see fewer buttons in a new car and more functionality assigned to a central touchscreen. In the older GX, controls to adjust drive modes, suspension settings, or off-road systems were tucked into what seemed like 15 different locations. Here, driving-related controls are concentrated just ahead of the shifter, making them much easier to use. Operating anything else, like the climate control or the radio (note the pair of knobs!) takes place almost entirely on the central screen and can be learned quickly.

Lexus is hoping to move 33,000 GX 550s this year, with the Premium+ trim ($69,250 starting MSRP) shouldering the lion’s share of those units. We’re betting that the Overtrail and Overtrail+ trims pull just as much weight. The automaker says it’s already received a record number of deposits for the new ute, and it’s not hard to see why.

Not only is this new GX exactly what fans wanted from an out-of-the-box capability standpoint, the new SUV will check all important boxes for customers who want a modern, stylish, and solid-feeling mid-size luxury SUV. It has the looks to lure even those who don’t dream of off-grid adventures and the chops to handle the escapades of those who do. If the GX 550 is any bit as reliable as its predecessors (Lexus says that roughly 95 percent of all GXes are still on the road today), this is a winning formula—and then some.

2024 Lexus GX 550 Overtrail+

Highs: Home-run styling draped over an interior that finally feels additive instead of tolerable. Trim-specific features are worth every penny. Still room for the aftermarket to run wild.

Lows: Third row is cramped enough to make you ponder the necessity of its existence. Non-Overtrail wheel designs feel mismatched to the rest of the exterior.

Summary: Lexus finally let GX engineers and designers off the leash, to seriously cool effect. If it’s as reliable as the last generation, the third owner will probably love it as much as (if not more than) the first.

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Mazda has announced pricing and packaging changes for the ever-lovable 2024 MX-5 Miata. Some of the tweaks are mechanical, some are electrical, but all look like they’ll make a fantastic car even better. Let’s dive in.

A new steering rack headlines the updates, and it’s going to grace all versions of the Miata. The new rack features revised internals that result in reduced friction and new calibration for the software. Mazda says that the resulting unit will provide not only smoother steering action and a more defined on-center feel but also greater precision for the front tires under spirited cornering.

Alongside the new steering rack, the 2024 Miata will get new exterior enhancements including new headlights with an updated LED daytime running light (DRL) element, new LED taillights, and new designs for the wheels. There’s a new paint color as well, called Aero Gray.

Interior changes include thicker padding on the center console and a revised gauge cluster with simplified, high-contrast graphics that Mazda says will be easier to decipher at a glance while on the go. There’s a new touch-capable 8.8-inch infotainment screen mounted in the center of the dashboard that offers Apple CarPlay and Android Auto, as well as Alexa integration, a Mazda first. Adding Alexa gives drivers hands-free adjustment of the climate control, radio, and more.

The Miata Club, our favorite version, gets a few major tweaks in addition to that new steering rack. Chief among them is a redesigned conical-clutch limited-slip differential that now features a cam mechanism that adjusts the lockup behavior depending on which phase of the corner you’re in. Corner entry is improved thanks to a stronger lockup behavior under engine braking, which helps mitigate unwanted oversteer, while reduced lockup during corner exit will diminish unwanted oversteer.

The Miata Club’s dynamic stability control (DSC) has a new setting—DSC-Track—that will act as a middle ground between leaving the system on, potentially reducing the amount of sideways antics you can get into, and turning it completely off, potentially inviting you to meet a barrier you’d rather not kiss.

The BBS/Brembo/Recaro package, our favorite add-on to the Club model, will still net you the same three upgrades as before (17-inch forged BBS wheels, Brembo front brakes, and heated Recaro sport seats), though that package is now $4800, up $300 in cost from the 2023 model. It’s an option on all soft-top models but will be included as standard on Club variants of the Miata RF (Retractable Fastback) instead of also being an option like it was on the 2023 models.

Speaking of pricing, MSRPs have crept up across the board, though not by much. Destination fees remain $1165 across all these models, and the following prices will factor that in. Stick with us here.

Your minimum ticket to entry, a Miata Sport, now sits just north of $30K at $30,150, up $935 from the ’23 model year. To get the Club, you’re looking at $33,650 for the soft-top version now, also up $935 from the year prior. To get the ultimate driving Miata, the soft top Club with the BBS/Brembo/Recaro package, plan to fork over at least $38,450. That’s up $1235 from the same kit in last year’s car. Opt for a Miata Club RF, which now comes standard with the BBS/Brembo/Recaro pack, and you’ll pay $1260 over a similarly-equipped ’23 Miata.

Though the Miata is one of the last great holdouts when it comes to manual transmissions, you can get an automatic gearbox if you opt for the range-topping Grand Touring version. Prices for the soft top and RF versions of the automatic-equipped Miata Grand Touring are up $1655 and $1680, respectively, now sitting at $36,370 and $39,145.

That Mazda was able to keep the price increases on the new Miata down to roughly $1000 per version is commendable, especially for a car that doesn’t sell in humongous volumes. Factor in the updates that you’re getting on this model across the board and the special touches for the extra-focused Club model, and the price hike makes sense—perhaps even coming across as a bit of a bargain. The Miata still represents one of the purest driving experiences you can buy new today, and we won’t apologize for continually singing its praises. The new updates look promising, and we can’t wait to have a go.

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Although its first two fully electric, large-volume vehicles (the Acura ZDX and the Honda Prologue) will probably grab the majority of headlines this week, Honda is also readying a third, arguably more vital car for 2024. The 2025 Honda Civic Hybrid will bow this summer, the third and final pillar of Honda’s effort to hybridize its strongest selling vehicles, the other two of which are the CR-V and the Accord.

The Hybrid variant will accompany a mid-cycle refresh for Honda’s everyman car and will be offered in both the sedan and the hatchback versions. It will use the same dual-electric motor system that’s found on the Accord Hybrid and the CR-V Hybrid. The system features an electric generator motor and an electric propulsion motor, which sit side-by-side and are mounted near the driven wheels. When paired with an Atkinson-cycle engine on the Accord, this system delivers 247 lb-ft of peak torque; expect similar, if not slightly lower figures for the Civic Hybrid.

Honda is planning to update styling and features for the Civic as part of this mid-cycle refresh as well, and a new wheel design can be seen on the Civic Hybrid at the top of this story.

When Honda debuted the Hybrid variants of the Accord and CR-V, it aimed for a 50 percent take-rate on those electrified models for 2023. At a business briefing event held yesterday with members of the media, Honda was proud to announce that the take rate for the Accord Hybrid and the CR-V Hybrid had actually exceeded 50 percent. Honda is hoping that the hybrid model will account for 40 percent of Civic sales in the coming year. If the former Accord and the CR-V are any indication, there’s a decent chance Honda will surpass that goal.

Hybrids are important to Honda, which is working to fund future electrification efforts and ease buyers into the idea of an EV by electrifying its most popular vehicles. We’ve spent time in all types of the eleventh-gen Civic, from the track-melting Type R to the milder Civic Si to the all-day-livable Civic Hatchback Sport Touring, and we’re big fans of each. We’re looking forward to the day when we get to sample Honda’s hybrid tech in this charming, economical package.

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Honda is pressing on with two major EV launches planned for this year despite issues surrounding the General Motors Ultium battery platform, upon which Honda’s EVs will be based.

At a business briefing event held today with members of the media, Mamadou Diallo, American Honda’s senior vice-president of auto sales, laid out the plans for Honda’s North American division in the coming year. Following the briefing, Diallo was asked whether there were any concerns that software problems with GM’s own Ultium-based products—related to a recent voluntary stop-sale of the Chevrolet Blazer EV—might negatively affect the launches of the Prologue and ZDX. “We’re confident that the software issues will be addressed by the time that we begin deliveries,” Diallo said.

Later this year, Honda’s first two volume EVs—the Honda Prologue and the Acura ZDX—will arrive at dealerships. Both of these crossover SUV-type electric vehicles will make use of GM’s Ultium battery platform, the fruit of a partnership between Honda and GM that was announced in April of 2022. That partnership was initially supposed to produce a handful of affordable, “sub-$30K” EVs as well, but Honda and GM nixed said venture in October of 2023. The Prologue and ZDX were far enough along to warrant seeing through to completion and launch.

Make of the split what you will, but these first two offerings are going to be vital for Honda, which wants to produce more than 2 million BEVs annually by 2030. Getting off on the right foot is imperative, and as it stands, the launchpad for the Prologue and ZDX may raise some questions.

To recap: Late last year, Chevrolet issued a stop-sale order for the hotly-anticipated Blazer EV, one of its most important new vehicles, citing concerns about software issues that were leaving owners stranded.

A statement provided by Chevrolet spokesperson Chad Lyons reads as follows: “We are aware that a portion of Blazer EV owners have experienced some software quality issues. To ensure our customers have a great experience with their vehicle, we are temporarily pausing sales of Blazer EVs. Our team is working quickly to roll out a fix, and owners will be contacted with further information on how to schedule their update. We apologize for the inconvenience.”

Those teething issues on the Blazer appear to involve infotainment screens that are flickering and then turning off completely, and some news outlets such as Edmunds and InsideEVs reported more serious problems around charging system failures and modules that were no longer communicating with the vehicle.

In Edmunds’ case, which had purchased the vehicle to add to its long-term test fleet just two months earlier, the Blazer EV in question experienced 23 different problems that resulted in a multi-week dealership visit. Edmunds noted that a GM engineer and a technician from another dealership were flown out to attempt to remedy the issues. Their story detailing the issues came out on December 20 of last year, and at that point, the car had been in the shop for two weeks.

Lyons tells us that the Blazer EV is the only vehicle affected by the stop-sale. Meanwhile, in a follow-up story, InsideEVs reported that it had received emails from owners of not only the Blazer EV but also from owners of the GMC Hummer EV and the Cadillac Lyriq—offerings also based on the Ultium platform—who said they had experienced similar issues.

Honda has not provided any hard dates on when those Prologue and ZDX deliveries will begin, saying only that both EVs will arrive at dealers in early 2024. It may be a case where Honda will sit tight and hold any specifics until it has fully confirmed that these issues won’t affect its products.

The precise extent to which the aforementioned issues could affect the Honda models is not known; Honda appears poised to offer its own software and user experience for the Prologue, ditto Acura with the ZDX. (A key differentiator between the Prologue and anything GM? The inclusion of Apple CarPlay, which GM is dropping this year on all new vehicles, starting with the 2024 Blazer.)

It will be interesting to see how this all shakes out. Per Lyons’ statement above, the stop-sale for the Blazer EV is still ongoing, and there’s no official end in sight. With no specific timeline in place for an “all-clear” announcement, Honda and Acura may yet have to adjust their paddles on the launch of arguably each brand’s most important new vehicle of the year.

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As die-hard enthusiasts of all things automotive, we do our fair share of diving into the heritage of all automakers. We’ve exhumed plenty of older concepts, rifled through scores of design sketches, and done our best to not only study the creations that didn’t see the light of day but also to hypothesize why they didn’t make it.

But occasionally, sketches of bygone ideas surface that stop us in our tracks. In a recent LinkedIn post, Hans Hedberg, manager of Volvo Heritage, did exactly that when he revealed drawings of an off-road concept drawn up in the 1970s that never made it to reality. (The Facebook version of the post is embedded below, in case LinkedIn ain’t your style.)

According to Hedberg, the sketches were penned by long-time Volvo design manager Gunnar Falck, who was asked by then-CEO Pehr Gyllenhammar to explore the idea of “a rugged vehicle for Africa and developing countries.”

We love the idea of Volvo’s boxy styling set atop something engineered for rougher roads. With hoisted rocker panels, large wheel openings, and an outboard-mounted spare tire, this thing certainly looks ready to rumble. Is anyone else seeing a little bit of Bronco II in the massive windows aft of the doors, or are we crazy?

Above that black cladding running the length of the side profile, check out that bar protruding out above the window. Was that some sort of safety implement, or was Volvo way, way ahead of Subaru’s SVX when it came to oddball two-piece windows?

That front fender line and swept windshield are very 240-esque. However, the 240 didn’t debut until the mid-1970s, and there’s no specific date tied to these sketches, so perhaps these boxy lines precede Volvo’s most iconic nameplate. (Squint a bit, and you can almost see some Malaise-era Lincoln or Cadillac in the lines of that front end; the one photo is even giving us Cadillac Allanté vibes.)

There were no specifics about powertrains noted with this concept, nor any type of internal project code or potential name, all of which leads us to think that these sketches, though striking, never got past the ink-on-paper stage.

Still, it’s hard not to tease the idea out into what could have been. Could Volvo have stumbled its way into a genuine G-Class competitor, backing in first through developing countries (read: with a relatively spartan interior) and then eventually heaping on the luxury fittings to create its own long-lived, antiquated product that sells for ludicrous sums of money?

Alas, it’s a true “who could say” situation. In the ’70s, SUVs were still relatively niche products. Cars and wagons still had the run of things in most markets, a theme that would continue for a few more decades. We’re not surprised Volvo nixed something of this ilk in favor of a product like the 240, which by all accounts was a smashing success over the entirety of its lifespan.

Mr. Falck, your genius was ahead of its time. Shame how often that sort of thing happens.

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Alas, the Dodge Durango’s dalliance with the beloved Hemi V-8 will come to an end this year. In true Dodge fashion, however, the going-away party will be raucous, and very long-lived. Yesterday, Dodge announced the first of a series of “Last Call” edition Durangos that use the Hemi, this one dubbed the Durango SRT 392 AlcHEMI.

“Just as we did with the Dodge Charger and Challenger, it’s time to celebrate the V-8 Hemi engine that has powered Dodge domination of the performance SUV segment,” said Tim Kuniskis, Dodge brand chief executive officer. “Special-edition ‘Last Call’ models of the Durango will roll out during 2024 as we honor the most powerful SUV ever.”

Though the AlcHEMI is not befitting of that “most power SUV ever” tag—that only belongs to Durangos equipped with the 6.2-liter, supercharged Hemi V-8—it’s not a snoozer by any means. The Durango SRT 392 AlcHEMI boasts Dodge’s 6.4-liter version of the Hemi, good for 475 hp and 470 lb-ft of torque and a 4.4-second 0–60 time.

Based on the top-trim Durango SRT 392 premium, the AlcHEMI will add a host of stylistic flourishes including 20-inch satin black forged wheels, yellow SRT Brembo brakes, satin black “392” vinyl fender decals, dual exterior stripes with yellow borders, black exhaust tips, a unique interior with yellow and silver stitching accents, and more.

Atop the SRT 392 premium’s $87,795 price, you’ll add $3595 to get into an AlcHEMI. That is, if you can find one and if dealers don’t decide to slap an additional markup on them, which is a very real possibility. Dodge is planning to build 1000 units, 250 in each of the following four exterior colors: Diamond Black, Destroyer Grey, Vapor Gray, and White Knuckle. (Not the most exciting hues, but each one will make the yellow accents pop.)

Regarding how to locate an allocation: As Dodge did with the “last call” Challengers and Chargers, interested buyers will be able to find one via the Dodge Horsepower Locator at DodgeGarage.com. The allocation searcher will arrive in late February, so you have a few weeks to get your finances in order and make your case for one of these.

While there’s certainly no replacing the Hellcat-powered Durango for pure smiles-per-mile, this author has driven the 6.4-powered Durango quite a bit, and the roar from that engine is still immensely satisfying. Add to that the slight improvement in fuel economy (15 mpg combined for the 6.4-powered Durango vs. 13 mpg combined for the Hellcat-powered one) and I’d reckon the 392 might be the Goldilocks powertrain for this bruiser.

You can also get the Durango with the 5.7-liter Hemi V-8, though it’s decidedly the third-fiddle engine in this lineup. That one, too, will cease to exist after this year. No word yet on whether that model will receive any sort of “last call” treatment, but we’d bet it’s a low priority.

And while it’s probably too early to speculate on the future of the aging Durango, don’t be surprised if a certain Hurricane twin-turbo inline-six somehow winds up under the hood eventually. We’ve seen that the Ram pickup’s future will involve versions of this engine, and it’s not a stretch to think that the Durango could enjoy the same fate.

In the meantime, we’ll keep our ear to the ground for news about additional “last call” models that will trickle out throughout the year.

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The latest rendition of Hagerty’s timeless Redline Rebuild video series has arrived, and it might just be our favorite one ever. The lucky engine in question is a Ford 351 cubic-inch Cleveland V-8, pulled from a 1972 DeTomaso Pantera that Tom Cotter and the Barn Find Hunter crew rescued from a four-plus-decade slumber a while back.

While the crossover nature of how this engine came to find its way into our shop is as serendipitous as it comes, the romance didn’t last long when it came time to get down to business. “We know the motor’s stuck,” says Davin Reckow, the greasy knuckles behind the Redline Rebuild series. This one was always going to be a bit of a battle to make happen. But seized engines are no match for Davin and the crew. (Remember that Buick Nailhead revival? That thing was a doozy.)

With the engine removed from its dusty resting place, it was time to make the trek north to our shop and begin the teardown process. Almost immediately, Davin and the team identified what they thought was a blown head gasket, an ailment that would quickly prolong how much time it would take to bring the Cleveland back to life. Deeper into the teardown, their prognosis changes a bit, and they theorize that at one point, the engine suffered an overheating event that caused damage to multiple cylinders. Ruh-roh.

Concerned but not flummoxed, the team pressed on. No amount of slime nor sludge—and as you’ll see, there was plenty to go around—was going to halt this rebuild. With everything apart, it was time to send the parts through the washer and get to work rebuilding the block. After a trip to the machine shop to ensure healthy mating surfaces for the heads and clean cylinder walls, the team decided to sleeve one of the gnarliest cylinders. “We’re only sleeving one, so that’s a good sign,” notes Davin.

Davin and the team decided to make a few modifications to the Clevland in the interest of performance and durability, including new ARP main bolts and an adjustable valvetrain for the cylinder heads. They also made a tweak to the way the lubrication system functions. “Cleveland blocks had a tendency to over-oil the valvetrain and starve the rods,” explains Davin. The fix, as you’ll see in the video, was to install a “bushing” in the oil passageways that reduces the flow rate for the oil headed to the valvetrain, ensuring that plenty of lubrication remains available for the rods. Davin and the crew also increased the oil pan size, upping the engine’s oil capacity from six quarts to nine.

With durability modifications complete, it was time to send the Cleveland off to the salon for a glow-up. Sit back, grab a cup of eggnog, enjoy the time-lapse rebuild, and be sure to stick around to hear this engine roar back to life for the first time in more than four decades—of course, not without a little drama first.

What engine do you want to see Davin work his magic on next? Let us know in the comments below.

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The Roadster Factory, a nearly 48,000-square-foot facility in Armagh, Pennsylvania, that was a well-known aftermarket supplier for British sports cars such as Triumphs and MGs, was declared a “total loss” after a massive fire broke out in the facility early on Christmas morning.

Around 1 a.m. on December 25, the Armagh/East Wheatfield Fire Department, in Indiana County about 55 miles east of Pittsburgh, received a call reporting a fire at the Roadster Factory facility. More than a dozen fire departments eventually arrived on the scene to help fight the blaze, which had engulfed the building. According to a report from WCCS Radio, there were some antique vehicles in the building, only a handful of which could be rescued.

The blaze raged all night long, and excavators were eventually called in to search the wreckage and help the firefighters seek out any hotspots that may have still posed a threat once the flames were quelled. “I would think we’re going to be here for 20 hours,” Armagh and East Wheatfield Township Fire Chief Tom Fry told The Tribune Democrat. “And then we’re probably going to get called back.”

According to Fry, fighting the blaze was made extra challenging because of equipment difficulties such as hoses that were springing leaks and trucks that were running low on fuel after idling for hours with no chance to replenish the tanks. Water was also scarce, according to the report from The Tribune Democrat.

The state police fire marshal has been contacted to investigate what caused the fire, according to Fry.

“It is the goal of The Roadster Factory to make it as easy as possible for our customers to drive, maintain and restore classic British sports cars for fun, for transportation, for racing, or for shows as they desire,” said the company’s website. “To this end, we stock everything from major components to nuts and bolts, and we provide free copies of parts catalogues for individual models.”

The Roadster Factory was started by the late Charles Runyan, in 1978, serving British car enthusiasts for more than four decades. Albert Runyan, the business’ current owner, declined to comment on the matter, according to The Tribune Democrat.

It’s no doubt a devastating loss for the British sports car community, and our hearts go out to Albert Runyan and his employees.

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As 2023 winds to a close and we turn our attention to what lies ahead, a moment of reflection is due for cars that won’t see another year. In true end-of-year fashion, we’re feeling a bit dismayed about a few vehicles that are making their way to the big parking lot in the sky. We’re also happy to show a handful of vehicles to the exit.

Presented here, in no particular order, are five cars that we’ll miss come 2024—and five that we most certainly won’t. Be sure to join us in the comments: Which of our choices do you agree with? What other vehicles should have made the list?

We’ll miss:

Chevrolet Camaro

We’ve already covered the Camaro’s demise in extensive detail, from the last sixth-gen to roll off the assembly line (a manual ZL1 1LE) to four unique models that time forgot. But to say we’ll miss the Camaro remains an understatement.

Over six triumphant generations, the Camaro stoked the pony car wars to ever-increasing heights. With no word yet from Chevy on any sort of succession plans, there’s an Alpha-platformed hole in our hearts. The sixth-generation car was a genuine performance masterpiece, gifting the Camaro with a superb chassis that finally matched (or even exceeded) the heroic powerplants found under the hood. Pour one out, folks: The loss of this one stings.

Dodge Challenger/Charger

If the Camaro was the athlete of the Detroit muscle crowd and the Mustang was the icon, then the Dodge Charger and Challenger siblings were the ones you wanted to hang with at a party. Their boisterous demeanor and ability to meet buyers at seemingly any price point meant that there was a Mopar solution for everyone.

While there are rumblings of a new gas-powered Challenger on the horizon, and Dodge snuck a new vehicle silhouette into a holiday ad, such a vehicle will likely ditch the rumbling Hemi V-8 in favor of a twin-turbo inline-six. The Challenger and Charger names may endure, but their ethos will change significantly. For that reason, we mourn the demise of the Mopar twins.

Audi TT

When Freeman Thomas sketched out the first lines for the Audi TT, few could have predicted the impact the car would have—not just on Audi’s trajectory, but on the entire world of automotive design. When the Mk1 TT hit the streets in 1998, it was an immediate success. Early examples are now starting to find a place within the collector-car zeitgeist.

The TT spanned three generations over 25 years, but it will not see the calendar turn over again. Little sports cars like this are a hard segment to survive in, but the TT managed to do so without ever sacrificing the avant-garde styling that made the first one such a revelation. The gorgeous green going-away present pictured above is one of 50 Final Edition cars, all of which are coming to the U.S. The TT departs this world with its head held high—for very good reason.

Kia Stinger

The shapely proportions of a four-door liftback, a 365-hp twin-turbo V-6, all- or rear-wheel-drive, and genuine sporting intent … from a Kia? That was the thought clanging around much of the automotive world when the Stinger arrived in 2017.

Kia wanted to use the Stinger to change the public’s perception of the company from rental-fleet-chic to something a bit more aspirational. The success of the Stinger in that regard is up for debate—the Telluride did more of the heavy lifting—but the fact that the Stinger was a genuinely interesting machine is fact. Like the Pontiac GTO—yes, we went there, figuratively and literally—the Stinger was an attempt to get buyers to pay attention. Unfortunately, the Stinger was always in for an uphill battle, and 2023 marks the year it finally waves the white flag.

Audi R8

Over two generations, Audi’s mid-engined supercar shone as the brand’s most aspirational product. It may have been overshadowed a bit by the Lamborghini Huracán, with which it shared a platform and engine, but the R8 was no snoozer.

After a few years of coasting down the depreciation curve, first-gen R8s are starting to catch the eyes of collectors. Heck, we put it on last year’s Bull Market List (though, one year on, it hasn’t ascended to the heights we thought it might.) Perhaps the second-gen cars will experience a similar fate one day. This author certainly hopes so, because he has a bit of a soft spot for the R8. Way back when I first left college 10 days early to start my first job at Car and Driver, the Audi R8 was the first car I was allowed to drive—very slowly, through the parking lot of Virginia International Raceway over to the gas pumps. Still counts.

We won’t miss:

Fiat 500X/Jeep Renegade

We won’t miss either of these two, but our distaste for each stems from different places. The Fiat 500X and the Jeep Renegade were basically two adaptations of the same basic platform and drivetrain by two different brands.

We’d consider the Jeep the more appealing of the two, because, well, Jeep, but neither model wowed the American buyer. The 500X always felt quite compromised and uninspired, with European styling that failed to translate to our shores. The Renegade, while cute, is a spendy (just shy of $30K) proposition that’s also priced too similarly to the Compass ($27,495), a more spacious offering. Sales for the Renegade have plummeted in recent months, while sales of the 500X never really took off.

Mazda MX-30

Sold exclusively in California, the Mazda MX-30 was kind of destined to be a flop. With a 35.5-kWh battery and a meager, EPA-estimated electric range of 100 miles, this thing was handily outgunned by the competition by the time it arrived. Small and cramped, with a rear-hinged second-row door that opens like those on older extended-cab pickups, the MX-30 felt like the bizarre answer to a question almost nobody asked. That it won’t survive another year might just be in the best interests of everyone.

Mercedes-Benz CLS-Class

For a while there, the Mercedes-Benz order catalog reminded us a lot of the menu at The Cheesecake Factory: We’re sure many of the offerings on hand are quite tasty, but the sheer volume of options triggers paralysis by analysis.

The CLS-Class was initially pitched as a style-forward tweener that employed the E-Class chassis and a copious amount of sweeping bodylines. (It also fell into that silly camp of “four-door coupes” at which we loved to roll our eyes.) When Mercedes announced in 2022 that it would begin trimming its product lineup to focus on core offerings, we knew the writing was on the wall for a few of these go-betweens. For 2024, the CLS-Class is no more—not that most will notice.

Jeep Cherokee

Let’s make one thing clear here: We do miss the Jeep Cherokee. We just won’t miss this Jeep Cherokee.

Revived in 2014 for a lower-rung model situated below the costlier Grand Cherokee and above the Renegade, the Cherokee nameplate has, for the better part of a decade, come to denote a unibody crossover SUV that never could quite hack it against the competition. The nine-speed automatic gearbox was a consistent disappointment and the interior always lagged behind the competition in terms of finish, design, and quality.

Maybe we can all just forget this thing ever happened and agree to envision the loveable, boxy XJ when we talk about Jeep Cherokees. What do you say?

Kia Rio

Normally, we’d lament the demise of yet another affordable car that could be had new with a warranty for under $20,000. But in the case of the Kia Rio, we’ll hold our tongues. Ask gearheads to explain what they picture when you say, “Kia Rio,” and you’ll quickly hear jokes about engines flying through the hoods and tales of generally terrible build quality.

The current Rio is a fine car, but fine doesn’t cut it in a segment where the profit margins are thin and sales trends are only pointing down. In reality, there’s probably room for two, maybe three offerings in the subcompact sedan segment these days in America, and Nissan’s Versa and the Mitsubishi Mirage will carry this banner into 2024.

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Ford’s sand-shredding Raptor R supertruck just got even gnarlier. The 2024 Raptor R now produces 720 hp, a gain of 20 ponies over the outgoing model. That’s enough added shove to render it the most powerful high-performance pickup you can buy new, clipping the soon-departing Ram TRX, which delivered 702 hp. (No, we’re not counting Hennessey’s 1000-hp upgraded version of the TRX in this fight.)

The extra 20 horses come from “reduced air inlet losses coupled with an optimized calibration that also results in a wider torque curve,” according to Ford. Those air inlet losses, according to Ford spokesperson Dawn McKenzie, are the byproduct of a revised hood and body close-out that increase airflow into the intake, rather than a whole new intake system.

The Raptor R uses a revised version of the 5.2-liter supercharged Predator V-8 that debuted first on the Shelby GT500 (you can also get the engine as a crate motor). In the truck, the engine uses a smaller supercharger pulley to build boost quickly, enabling better low- and mid-range power. The 640 lb-ft torque figure remains the same as the earlier Raptor Rs, but maximum twist is now available 50 rpms higher (4300 rpm vs. 4250), which will encourage drivers to run up the tach even more.

The Predator engine pairs with a 10-speed automatic transmission, as before. When the going gets tough, 4×4 duties are handled by a two-speed automatic transfer case with a 2.64:1 4-low ratio and the ability to set the drivetrain to neutral for towing the truck behind a motorhome. The rear axle features an electronic locker and a 4.10:1 final drive ratio.

The Raptor R is Ford’s F-150 supertruck taken to the extreme. With ultra high-tech Fox Live Valve shocks helping soak up the desert whoops, absurd, 37-inch tires fitted as standard, and a honking supercharged V-8 soundtrack, this thing is all about performance excess. While we’re not sure anybody would consider the outgoing Raptor R underpowered, who looks 20 gift horsepower in the mouth?

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If the conniving monster who stole the custom Nissan Z tricked out by Slim Jim is reading this, we have but one thing to say:

You’re a real jerky.

Slim Jim, the American brand known for slender-tubed protein snacks (bicker amongst yourselves as to the validity of using “meat” as a descriptor), finds itself the victim of a daring automotive heist. Someone has absconded with their heavily-customized Nissan Z promotional vehicle, dubbed “FastMeat.” The car was on a road trip as part of a partnership between Slim Jim and the World Wrestling Entertainment (WWE) league, having recently made stops in Chicago and Los Angeles. It was stolen while out in California.

There’s an active police investigation underway, presumably helmed by officers who know the value of staving off hunger while on the job. More importantly, perhaps, is the social media movement that’s sprung up under the hashtag #FindFastMeat. Started by Slim Jim, it’s a plea to its most loyal fanbase, who calls themselves the Long Boi Gang, to help find the car. (This author turns 30 in three weeks; is this what it’s like to realize you’re officially out of touch with the youths?)

if #FASTMEAT is going to be a star i think it deserves an intro track 

whose got me(at)? #SurvivorSeries https://t.co/j68xXNQ6WD

— Slim Jim MEATA (@SlimJim) November 26, 2023

“We knew we had something special with our custom car, but had no idea it would be in such demand that someone would steal it,” said Ashley Spade, VP and General Manager, Snacks at Conagra Brands (Slim Jim’s parent company). Ravenous hunger will make a person do wild things—including, now, stealing a food-themed car.

But what a custom car it is. FastMeat boasts fiery branded orange and yellow wrap and equally flashy LED undercarriage lighting, ensuring this thing turns heads (and possibly stomachs?) everywhere it goes. Inside, a custom yellow interior features a special Slim Jim holder, a one-of-a-kind Slim Jim Dispenser in the glove box, and plenty of hidden Easter eggs for the Long Boi Gang (nope, still don’t get it) to appreciate.

If you have any tips about FastMeat’s whereabouts, or if you happen to spot this vivacious sports car out and about, please contact the Los Angeles Police Department using this link.

Let’s hope they’re able to locate FastMeat before someone has to go before the charcuterie board and explain themselves.

Keep that head on a swivel, Oscar Meyer; the Weinermobile might be next.

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Lexus has revealed the pricing for its all-new 2024 GX 550, one of a few new SUVs we’re eagerly anticipating for next year. The 2024 GX will be offered in six trims: Premium, Premium+, Luxury, Luxury+, Overtrail, and Overtrail+. (If you’d like to argue that Lexus is actually offering three trims and ritzier versions of each, feel free to light up the comment line below.)

Factoring in a $1350 destination fee, the pricing walk for the first four levels of the 2024 GX is as follows: GX 550 Premium, $64,250; GX 550 Premium+, $69,250; GX 550 Luxury, $77,250; and GX 550 Luxury+, $81,250.

The most interesting versions of the GX, the Overtrail and Overtrail+ trims, are new to the GX lineup and aim to make the SUV more off-road-ready right from the factory. For the regular Overtrail, you’re looking at $69,250, or roughly the same as the GX 550 Premium+. The Overtrail+, meanwhile, will run you $77,250, just like the GX 550 Luxury. Kudos to Lexus’ product planners for not making the most interesting variant of the GX also the priciest.

Those Overtrail models are the ones you’ve probably seen in photographs the most—what does your money gets you there? Overtrail models get three significant mechanical upgrades for off-road worthiness over the other GX trims, starting with chunky 33-inch tires wrapping 18-inch wheels installed right from the get-go.

These trims also get an electronically controlled version of Lexus and Toyota’s Kinetic Dynamic Suspension System (E-KDSS) which locks and unlocks the front and rear stabilizer bars depending on the speeds you’re traveling to increase wheel articulation. On the road, E-KDSS will keep the bars locked, making the car more steady through turns. Off-road, at slow crawling speeds, the system will unlock the bars to add wheel articulation, helping you keep your rubber in contact with the ground.

Lastly, and perhaps most importantly, these trims get an electronically locking rear differential. (The only way to get the e-locker is on one of the the Overtrail trims.) All 2024 GX 550s will feature a full-time four-wheel-drive system with a Torsen limited-slip locking center differential and a two-speed electronic transfer case, but that rear locker is a big leg up for tricky terrain.

Overtrail models also get other “gloverlanding” (glamping + overlanding—we’re rolling with it) niceties such as standard windshield wiper de-icers and headlamp washers, as well as Lexus’ Multi-Terrain Select drivetrain programming which can help manage throttle input, braking, and suspension controls to make safe passage through gnarly trails a bit easier.

Upon launch early next year, Lexus will offer just one powertrain for the GX: a 3.4-liter twin-turbo V-6. The engine will be good for 349 hp and 479 lb-ft of torque, massive improvements over the 4.6-liter V-8-powered of the outgoing GX, which could only manage 301 hp and 329 lb-ft of torque.

More interestingly, perhaps, is the prospect of a hybrid version, which Lexus says will arrive later. Expect that one to crib a decent amount of its hybrid tech from Toyota’s i-Force MAX system that’s found in the upper trims of the new Tundra. The previous GX had an F-Sport trim, which often came with racier styling and a much more road-focused presence; perhaps the hybrid will usher in the return of that line? Time will tell. For now, we’re dreaming of overlanding this beast.

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Though he was primarily known for the high-flying, tire-roasting antics of his Gymkhana stunt driving videos, Ken Block frequently competed in high-level rallying, too. Block, who passed away in a tragic snowmobile accident early last year, took the green flag at plenty of national and international rally events over the course of his racing career.

Now, one of his early rally cars is up for auction on Bring a Trailer.

The car in question is a 2004 Subaru Impreza 2.5 RS, which the listing says was used by Block and co-driver Alex Gelsomino in X Games rally events. The car was prepared for Open Class rallying specifications in 2006 by Vermont SportsCar (VSC), the longstanding technical partner of Subaru of America, which supports the automaker’s factory-backed rallying program.

In the hands of VSC, this thing underwent quite a transformation. The 2.5-liter flat-four was ditched in favor of a smaller-displacement (2.0-liter), turbocharged unit, again of the flat-four variety. The engine is paired with a KAPS five-speed dog-box manual transmission (read: straight-cut gears and no synchros) that sends power to all four wheels via a driver-controlled center differential and Cusco limited-slip front and rear differentials. The engine runs a MoTeC M880 ECU, a GReddy aluminum radiator and intercooler, and a SPAL cooling fan. A Prodrive 34mm Turbo restrictor is also noted; this was likely fitted to ensure the car’s compliance with contemporary rallying specifications.

Suspension hardware includes Öhlins shock absorbers, as well as rear suspension links and 20-mm front and rear antiroll bars from Cusco. You’ll find 15-inch Speedline Corse wheels wearing 215/65 BFGoodrich tires at all four corners, and a full-size spare in the trunk. All of the braking hardware has been upgraded as well, and there’s a Tilton bias adjuster inside the cockpit to fine-tune the car’s behavior when stopping.

That cockpit also features Recaro racing seats, Sabelt six-point harnesses, a roll cage, carbon-fiber dashboard and door panels, and more. The seller does note that the seat and harness certifications have expired, however, so if you want to battle the clock at your nearest rally event, you’ll likely have to pony up for new chairs and belts.

According to the Carfax report that accompanies this listing, the car sustained water damage in 2005, resulting in it being declared a total loss. (That incident is probably what qualified it for conversion to rally car, but we can’t say for certain.) Currently, the car’s Oregon title carries a Reconstructed brand, and previous salvage and no-actual mileage titles were issued in 2005 by New Hampshire and in 2006 by Vermont. While those documentation obstacles will likely make it hard to legalize the car for everyday road use in some states, this Subie might be the perfect candidate for your next ride if you’re looking to get into or are already serious about competing in rallying.

Win the auction, and you’ll get a build book detailing the car’s specifications that has been autographed by co-driver Alex Gelsomino. The car also carries the autographs of Ken Block and Travis Pastrana, both X-Games and rallying legends.

So just what will this thing hammer for when the auction wraps up next Wednesday at 1:00 p.m. ET? As of this writing, the leading bid sits at $46,250. This question is a bit more complex, owing to the car’s connection with one of rallying’s modern-day heroes. Will Ken Block’s ownership push the value of this thing sky-high? Probably not, but the connection could be worth some extra money to certain bidders.

We also have to take into account that this is not an official World Rally Cross (WRC) car, which is a knife that cuts two ways: On the one hand, it is not a bleeding-edge dirt missile that will rebel against all but the best pilots. Even if you’re a moderately skilled driver, you could get plenty out of this thing around a rally stage. On the other hand, those WRC cars are by far the most sought-after from this generation of the sport; we’ve seen WRC Imprezas of similar vintage sell for £610K (nearly $765K USD). While this one’s connection to Ken Block will certainly add to its appeal, don’t go holding your breath for a new rally-car record.

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When Toyota announced that the Supra was finally going to get a manual transmission option back in April of 2022, the enthusiast reaction was a mix of relief and joy. BMW, which provides the mechanicals for the Supra and also uses those components to underpin its Z4 roadster, will now pause for your gracious applause.

Why, you ask? Because the 2024 BMW Z4 will get a row-your-own option, according to a report from Car and Driver and a handful of other outlets, which got an advance look at a prototype car near the company’s U.S. headquarters in New Jersey. We reached out to BMW for confirmation, but a spokesperson refused to comment further on the matter, except to say that more information would be available at the end of next month. At the same time, BMW didn’t deny any of the following points when prompted.

According to the reports, the six-speed will be an added-cost option that’s part of a comprehensive package—offered exclusively on the higher-spec Z4 M40i—aimed at making the drop-top Bimmer into a more engaging sports car. Car and Driver speculates that the package will likely cost around $3500.

That package will also offer retuned steering intended to provide more feel, as well as recalibrated adaptive dampers that will better complement a more aggressive driving style. To the chassis BMW will also add stiffer front anti-roll-bar mounts to help quell body roll and sharpen turn-in. Aside from the manual, the big piece of tech offered in the package is an electronically-controlled M rear differential. Tire sizes will be staggered, and so will be wheel sizes on the manual Z4—19 inches in the front, 20 inches in the rear.

The Z4 M40i comes with BMW’s turbocharged, 3.0-liter straight-six engine (codenamed B58), which produces 382 hp and 369 lb-ft of torque from 1800 rpm to 4500 rpm. The 2023 BMW Z4 M40i rang the register for at least $66,295, including the $995 destination fee. No word yet on whether prices will increase for the ’24 model year, but when you add in the expected cost of the package that will net the manual, expect a price somewhere in the low $70,000 range. For context, a 2002 Z3 with the optional sport package listed for $40,420 when new, which is now just under $70,000 when adjusted for inflation.

Nonetheless, we’re thrilled to see BMW take a page out of Toyota’s playbook (after Toyota basically took the entire spine of the book from BMW) and turn a listening ear to those of us who value driver experience over ultimate performance. In a world in which operating a manual transmission feels like some combination of anachronistic and defiant, a new member added to the fold is nothing but good news. In the end, though, this Z4 could well be the final new stick-shift BMW model ever made. BMW M has previously indicated it would offer a manual in the M2 and M3/M4 until 2030.

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Let’s begin this article with a confession: My search for a rough-and-tumble SUV didn’t start with a Montero. In fact, it didn’t even start with Mitsubishi. I’d venture a guess that a decent portion of today’s Montero owners would share a similar story. In the world of off-roading, more specifically off-roading with Japanese machinery, the hunt almost always starts with Toyota. Far too often, it ends with Toyota as well, and Mitsubishi never comes across a would-be owner’s radar.

Shame, really. Because the Montero deserves every shred of respect it gets in the off-roading community—and then some.

Vintage SUVs are one of the collector market’s hottest segments. Coupled with the growing popularity of RADwood-era cars, many of which hail from Japan, vehicles such as the Toyota Land Cruiser, the 4Runner, and even the creatively named Toyota Pickup are rapidly gaining fans—and value. A side effect of that climb, aside from pricing many entry-level enthusiasts out of great machinery, is that there’s a certain reticence to actually use those rides for the purposes they were built for. By and large, the Montero manages to escape that.

Mitsubishi’s golden years in the 1980s, ’90s, and the early 2000s are the stuff of dreams. Dominance in multiple motorsport disciplines, cutting-edge technology, and compelling offerings across many segments made the Tri-Diamond logo an enthusiast favorite. Toyota and Honda might have dominated the sales charts, but Mitsubishi, along with Nissan, fielded plenty of equally compelling offerings. (The same can’t really be said of contemporary Mitsubishi, and can only barely be said of Nissan today.) Each of the four contributed mightily to what’s widely considered the golden age of the Japanese automobile.

Like the Land Cruiser, the Montero (as it was known in North America, Spain, and most of Latin America) was sold all over the world, though often under the names Pajero or Shogun. Whatever you know it as, it’s impossible to separate the platform from its reputation built through transcontinental rallying, where through the years it helped cement Mitsubishi as the all-time winningest manufacturer at the grueling Paris-Dakar rally.

Being such a prolific car on a global scale, the lifespans for each generation of the Montero overlap considerably. Dig into the history of this thing, and you’ll find a lot of instances where “X country got a new Pajero in this year, but the old one soldiered on in Y and Z countries for another half-decade.” (There were also versions licensed and produced by other manufacturers, just in case it wasn’t already tough enough to follow this lineage.)

Generally speaking, however, the first-generation Montero spanned from 1981–91, the second-gen model ran from 1991–99, and the third-generation Montero, the last one sold in the U.S., ran from 1999–2006. We’re going to focus on the second-gen model here.

Throughout the ’90s, the American car market saw a slow but steady growth of rugged, body-on-frame, true 4×4 offerings. Toyota’s Land Cruiser was fresh off the debut of an all-new generation, the much-lauded 80 Series. Land Rover had been making the boxy first-gen Discovery since 1989, and the more luxurious Range Rover would debut mid-decade in 1994. Jeep was in on the action, too, with its venerable XJ Cherokee and the Wrangler.

Mitsubishi had originally pitched the first-generation Montero as a luxury off-road competitor, eyeing the Land Rover Discovery and even the Range Rover as its competitive set. The second-generation Monty backed off the luxury angle a tad, though it was by no means spartan. It claims a number of technological firsts among Japanese 4WD vehicles, including electronically-adjustable shock absorbers, multi-mode ABS, and, most importantly, Super Select 4WD. This groundbreaking tech (marketed in North American Monteros as Active-Trac) utilized a viscous-coupling center differential that offered the advantages of part-time and full-time four-wheel-drive, as well as on-the-fly shifting from 2WD to 4WD at speeds of up to 48mph in most versions. When the going got really tough, the transfer case was also able to deploy 4-high and 4-low, both with a locked center diff.

Styling for the second-gen car softened the boxy first-gen design a bit, canting the windshield and grille back for mildly improved aerodymnamics. In 1998, general export Monteros, such as those headed stateside, received a facelift that included flared fenders, a new grille, new bumper, and more. These models are commonly referred to as “gen 2.5” or “blister-flare” Monteros, and are considered the best looking versions to make it to the U.S.

I’m biased, of course; I’ve called a gen 2.5 ’98 Monty mine since 2021. It wasn’t just the looks I was after—I wanted a capable off-roader that, so long as I continued to care for it, wasn’t likely to strand me mid-adventure. Nearly 25,000 miles and two-plus years of ownership later, the Montero has delivered on that promise.

Together, this truck and I have wandered through everything from Utah’s high desert to the water-logged fall foliage of Ohio’s Hocking Hills region to the sand- and snow-covered forest service roads here in Northern Michigan. And when we get there—wherever “there” is, I’ve never had to back out of a two-track for fear of overmatching my Montero. When the day is done, we simply pop open the tent and call our parking spot home for as long as we choose. It’s opened up adventures to me in a way that none of my previous cars have.

My appreciation extends beyond the fact that the Montero will happily go anywhere—I know that it’s going to get me home, too. You can’t say the same for any 25-year-old, high mileage car that’s regularly used as intended. That it has never failed to start on the first crank and has stood up to all I’ve thrown at it give me the confidence to know I’m just a key turn away from my next adventure.

The root of that dependability is the robust drivetrain. A 3.5-liter, 24-valve SOHC V-6 provided around 200 hp and 228 lb-ft when new, and it paired with a four-speed automatic transmission with an electronically-actuated button-style overdrive. The combination is pretty much stone-dead reliable, provided you’ve kept current on regular maintenance items.

That said, there is one malady that every one of these Monteros suffers from: Due to a poor design, the factory crank bolt will, over time, develop fatigue cracks which can lead to it breaking off in the crankshaft. Luckily, Mitsubishi revised the design for the bolt (twice, actually) and a new one can be found without too much difficulty. If you’re ever inspecting one for purchase, you must ask about the bolt; many of these have had the replacement unit fitted to them already, but if the one you’re looking at hasn’t, you’ve just found the first item for your to-do list.

Another common issue with these engines is that the valve stem seals will harden over time, eventually causing the engine to pull a little bit of oil past the valves in high-vacuum situations, like when you’re idling for a long time. So long as you keep a regular eye on the oil levels (I check mine before every fourth or fifth drive, or after long periods idling), you can simply add a bit of oil to keep things topped off. The fix is a bit tedious and time-consuming, but with a decent set of tools and some time, it’s manageable. As with basically every known failure point on this thing—and there aren’t many—the thriving community surrounding these machines has plenty of walk-throughs and guides for the fix.

Living in Northern Michigan has highlighted this Montero’s winter package, an option that provides some very warm two-mode seat heaters and, perhaps the most desirable option on these machines, the locking rear differential.

Speaking of the rear end, The rear differential in the gen 2.5 had the lowest final-drive ratio (4.27:1; the other generations offer 4.88:1 and 4.63:1, depending on year and package) which helped lower emissions and return marginally better fuel economy, but it also resulted in it being rather sluggish off the line. Getting around town is still a breeze, but you’ll want to plan on-ramp merges carefully.

The cabin is remarkably capacious and presents a commanding view that’s perfect for trail use. The upright driving position can leave you feeling like you’re sitting on a barstool if you corner too enthusiastically (body roll is amplified if, like me, you’re carrying adventure accessories like a heavy tent on the roof). Then again, no one buying a Montero is looking to maximize their lateral g forces. Most folks ditch the folding third-row seats in favor of added trunk volume. The controls are all straightforward and functional, though radio upgrades are a popular mod—as with many vehicles from this era. Driver’s seat wear and splitting in the leather is common, and my example is no different. I’ll be on the hunt for a new seat next year.

Typically, these spotlights tend to focus on the collectibility of the subject vehicle. That discussion is conspicuously absent here because, for the most part, Monteros are still cars that are well-used—often times quite hard. But that also means that prices for them have remained relatively accessible.

While we do not track the Montero in the Hagerty Price Guide, data suggests that interest for the off-roader is increasing. Average insured value (AIV) is on the rise, from $6250 in 2018 to $8900 today. But the list of solid, reliable off-roaders that can be had for mid- to high-four figures is small, and dwindling. I’ve seen plenty of solid gen 2 and gen 2.5 Monteros sell or be offered for sale at figures closer to that $6250 figure in recent months.

Policy count, while only in the double digits currently, is also climbing. The number of Monteros insured by Hagerty has doubled since 2020. Boomers make up half of policies, with gen X and millennials following at 30 and 20 percent, respectively. The share of boomer ownership outstrips their overall share of the market, but gen X and millennials still track with their overall shares.

Still, it seems a bit of a stretch to think the second-gen Montero (or any Montero, for that matter) is going to suddenly catch up to the golden child, the Toyota Land Cruiser. Given that reality, I’d offer this encouragement: Unless you’re hell-bent on finding the perfect, time-capsule Monty to pickle and hold, consider shifting your perspective. The Montero—while remarkably capable, worthy of your respect, and significant for Mitsubishi’s history—is best enjoyed through its use.

There are plenty of attainably priced examples out there and a thriving community of enthusiasts and aftermarket support to make this a perfect platform for the 4×4-curious, the Japanese-vehicle curious, or for those who, like me, can only swing one interesting car with their current budget. It’s modern enough to benefit from diagnostic tools such as OBDII, stout enough to take a little beating without asking too much in return, yet interesting enough to be a great conversation point at your local cars & coffee or off-road rig meet-up.

Find one, point it toward the nearest trail, and make memories that will outstrip any resale potential.

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Just under a year has passed since legendary Hoonigan founder, rally competitor, and world-class stunt driver Ken Block passed away in a snowmobile accident near his home in Park City, Utah. When news of his passing reached the automotive world, millions of fans lamented his loss and figured that it would mean the end of the Gymkhana stunt-driving videos that made him a household name.

But early last month, Audi, who had only recently become the OEM partner with Block’s company, Hoonigan, announced that there was one last video on the way, filmed shortly before Ken’s accident. That video dropped today, and ay Dios Mio, is it epic.

Electrickhana Two: One More Playground, Mexico City takes place in the same locale as another one of Block’s previous films. Unlike the latter, in which Block used a specially prepped Focus (Ford was Hoonigan’s OEM partner at the time), this one features the absolutely mental Audi S1 Hoonitron, an 800-volt drift missile whose performance beggars belief.

As expected, Block makes the S1 Hoonitron do things that seem to bend the laws of physics. Undoubtedly, the instantaneous nature with which the all-electric S1 Hoonitron can deliver 4400 lb-ft of torque helps with some of these moves, as do the conventional differentials, which allow Block to adjust the slide characteristics to exactly how he wants. (Check out that opening shot—the unique engineering of the S1 means Block can spin each set of wheels in opposing directions, which helps him produce that backwards, moving burnout.)

Watching Block link lurid slides together, one after the other, while smoking his way through Mexico City’s streets, will never stop being enjoyable. The film has every type of stunt imaginable; Jumps, long slides with tiny slip angles, short slides with ridiculous slip angles, reverse entries, jumps where the whole car is sideways in the air—you name it, Block pulls it off.

At one point, Block even stops off at Felipe Ángeles International Airport, the main hub for Mexico City’s international travelers, for a few slides, donuts, and general hooning. (As impressive as the stunts are, we’re equally as impressed that the Hoonigan team managed to get the airport managers on board.)

There’s no replacing a guy like Ken Block, and the automotive community undoubtedly still feels his absence. It’s thrilling to watch his daughter, Lia, carry on her father’s legacy behind the wheel and forge her own path through rallying, open-wheel racing, and more. Perhaps one day, we’ll get an Electrikhana film with Lia behind the wheel. One can only hope.

Ken Block and the Hoonigan crew absolutely knocked this film out of the park. Though he’s no longer with us, his passion for creative and exciting automobiles and driving will linger for decades to come.

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Behold, what yonder electric jellybean from Italy doth approach? Why, it’s the new Fiat 500e! Technically it is the first pure battery-electric vehicle (BEV) from the Stellantis conglomerate that will be sold throughout the whole of North America.

Though U.S. residents could buy a 500e as recently as 2019, those cars were sold exclusively in California and Oregon as little more than compliance cars to help offset the automaker’s (then called Fiat Chrysler Automobiles, or FCA) overall carbon footprint in states with particularly stiff regulations. The 2024 500e, however, will be sold nationwide. In fact, this model was originally revealed in March of 2020, at the time specifically only for European markets; Fiat was “evaluating its potential for the North American market.” Evidently those evaluations proved fruitful enough for a green light on our shores.

Keeping with the 500‘s ethos, the new 500e is possessed of remarkably svelte proportions; it’s just 11.9 feet long, nearly nine feet shorter than a crew-cab, short-wheelbase Ford F-250 Super Duty. (And this evolution is wider and longer than the previous ICE-powered 500, according to Fiat.) Fiat says the 2024 500e is all-new, riding on a dedicated BEV platform. (The previous one was a jury-rigged effort derived from the gas-powered 500.) The automaker claims the 500e is the lightest BEV in the market, too, with a curb weight of just 2952 pounds.

Part of that meager weight is the little hatch’s relatively small 42-kWh lithium-ion battery pack. That pack enables the 500e to offer an EPA-estimated range of 149 miles. On an 85-kW DC fast charger system, the 500e can add 31 miles of range in just five minutes, Fiat says, and can charge from dead to 80 percent capacity in approximately 35 minutes. On board is also an 11 kW AC-DC on-board charger and a CCS (Combined Charging System) Combo 1 socket that allows users to charge at home or on the go. From dead, this charger can revive the battery to full strength in four hours and 15 minutes, according to Fiat. (Note: The CCS Combo 1 charge port is not the same thing as the Tesla Supercharger system, which many automakers are now switching over to as their standard outlet for EV charging.)

Output figures for the 500e are predictably low for such a city-specific brief, but they should be sufficient for stop-and-go city use. The front-wheel-drive 500e boasts 118 horsepower and 162 lb-ft of torque, good for an 8.5-second 0–60 run. Top speed is limited to just 94 mph.

The 500e will come with three driving modes: Normal; Range, which enables on-pedal driving to recapture extra charge while coasting off throttle; and one called Sherpa, which aims to maximize efficiency by limiting top speed to 50 mph and cutting power from 87 kW to just 57 kW. (Goose it while in Sherpa mode, and full power will be re-activated, Fiat says.)

Styling tweaks from previous 500s include new front and rear lighting, a revised grille design, tucked door handles, and new 17-inch wheels on the exterior. Inside, a two-spoke steering wheel and familiar dashboard insert harken back to the original 1957 Fiat 500. A 10.25-inch center screen handles infotainment duties, while a 7-inch digital instrument cluster will keep the driver abreast of important driving data.

The first 500e to reach our shores will be the 500e (RED) edition, created in collaboration with the (RED) charity, which was created by Bono and Bobby Shriver in 2006 to fight HIV and AIDS. It gets special design flourishes such as red exterior mirrors and a red dashboard insert.

Fiat says the 500e will be available in North American showrooms early next year. The 500e (RED) edition will start at $34,095, including a $1595 destination fee. That puts it dangerously close to the starting price of a base Tesla Model 3, which for roughly $40,000 before many thousands in EV tax credits are factored in offers 272 miles of range and seems much better as an everyday car if you ever need to venture outside of the concrete jungle. Chevy’s Bolt is also a possible bogey, costing less than $28,000 in base form before you factor in a $7500 tax credit. The Bolt offers an EPA-estimated 259 miles of range, handily outstripping the 500e. (That model is set to be discontinued at the end of this year, but a successor is in the works and the Equinox EV is a larger yet still comparable replacement with a starting price around $30K.)

All that said, expect non-special-edition 500es to start around $30K, which at least would help place it on better—if not equal—footing to the two competitors mentioned above. Still, it’s hard to see this thing becoming a volume player in North America the way it has in Europe.

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In fall 2022, Ford revealed the S650 Mustang, the seventh generation of its inimitable pony car. The new machine was met with fanfare for a multitude of reasons, the most poignant being that as its cross-town competitors began to wind-down their versions of the Great American Muscle Car—either with about 400 special editions or with absolutely zero ceremony—Ford was picking up the banner and carrying it well into this decade.

Late last week, a report from Muscle Cars & Trucks seemed to mark an end of the road for the current Mustang. In the report, MC&T cited language in the new labor agreement reached between Ford and the UAW that pointed to the current-generation Mustang ceasing production in 2028.

“Thanks to the details disclosed from the new Ford-UAW labor agreement, information has been released to the public regarding plans for vehicles along with their designated assembly plants, and the latest points towards the end of production for the S650 Ford Mustang in 2028, meaning after the 2028 model year, the current Ford Mustang will bid us all farewell.”

However, in a statement provided to Hagerty, Ford spokesperson Brandon Turkus says otherwise: “The Muscle Cars & Trucks report about the Mustang is not accurate. Beyond this, we don’t comment on speculation about future products.”

One could infer that Ford is taking issue with the date mentioned (2028), and that in fact there are plans in the works to keep the Mustang rolling well past that point. Using history as a rough measuring stick, the previous generation of Mustang enjoyed an eight-year run, debuting in 2015 and then being replaced in mid-2023 by the new one. For the S650 to only have a run time of half the previous model seems unlikely, though there are certainly far more challenges around gas-powered vehicles facing this new generation.

What’s more, Ford hasn’t chosen to focus the new Mustang at just one sort of buyer. The Mustang is a true choose-your-own-adventure car: There are convertibles, fuel-sipping four-cylinders, thundering V-8s, a track-tuned Dark Horse, a cruise-ready California Special, and even a supercar-slaying Mustang GTD that will ring the register for $300K-plus. These cars don’t sell in the numbers they once did, but it seems far-fetched that Ford would completely run out of buyers for the Mustang as it currently stands by 2028.

Ahead of the S650’s reveal, there were speculations that the car would offer some sort of hybridized drivetrain. Those rumors didn’t pan out, but that’s not to say that the prospects of a hybrid Mustang simply died on the vine. Perhaps Ford is planning to add hybridization to the Mustang, and those changes will arrive conveniently close to the 2028 date mentioned in the labor agreement? Again, hard to say, because Ford (and basically every other manufacturer, to be fair) almost always refuses to comment on future products.

Whatever the actual truth ends up being here, there’s no need to go all Chicken Little and say “the pony car sky is falling!” Though it’s the only automaker still building such a machine, Ford is certainly still putting big effort into the Mustang for the time being. If you want to get your hands on one, there’s no time quite like the present.

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Touring any automotive production facility is a real treat for us gearheads, but touring a Toyota plant is an especially rare treat, because that Japanese automaker is behind the legendary Toyota Production System, a revolutionary methodology to improve the way cars are built that has since been adopted by nearly every automaker, not to mention thousands of factories that produce other things.

In the latest episode of his series Capturing Car Culture, videographer and photographer Larry Chen gets the chance to tour the assembly plant in Tahara, Japan, home of the Lexus GX and the Toyota 4Runner, among other vehicles. The timing of Larry’s visit is particularly interesting, as Lexus is in the midst of a monumental changeover: After thirteen years of making the second-generation Lexus GX, it is switching to the third-generation.

As witness to this transition, Chen captures the moment that the last-ever V-8-powered Lexus GX 460 makes its way through the production line. “It’s so cool to watch happen, you know, because for a car nerd, especially a Toyota nerd like myself, this means a lot,” says Chen in the video. “Since the start of the GX production line, they’ve always been made here in the plant. The fact that we got to watch the actual changeover is just so cool.”

The GX has enjoyed V-8 power since its debut in 2002 as the GX 470. At that time, it used the contemporary version of Toyota’s legendary 2UZ-FE V-8, which displaced 4.7 liters and produced 235 hp and 320 lb-ft of torque. An upgraded version of the engine debuted for the 2005 model year and bumped horsepower to 270. A five-speed automatic was the only transmission offered.

Most of these GXs found their way into suburban driveways during their first tour of duty. However, off-road enthusiasts, keen to get their hands on proven Toyota machinery with an added dose of luxury, began scouring the aftermarket for used GXs immediately, knowing that they could get a remarkably capable car with a generally spotless service history for cheap. These trucks were the perfect candidates for thousands of remarkable overlanding rigs.

The second generation of the GX, the GX 460, arrived in 2009. That car used a 4.6-liter V-8 good for 301 hp and 329 lb-ft, and a new six-speed automatic replaced the old five-speed unit. Though the car experienced a handful of minor changes, the most significant of which was a facelift in 2013, it soldiered on until last year largely as the same machine that had debuted 13 years prior.

The new GX 550 is a radical change for the nameplate and helps mark the next generation of Toyota and Lexus engineering. It retains a handsome, upright design that, if the rest of the truck is properly equipped, looks quite capable of handling rugged trails. The most significant updates to the GX are under its skin. For the first time, the GX will utilize twin-turbo V-6 power, like the current Toyota Tundra and Sequoia (both of which also ride on Toyota’s new TNGA-F architecture). In the GX, the new engine is good for 349 hp and 479 lb-ft of torque, massive gains over the outgoing GX. Even more significant: Lexus says a hybrid version is coming to the U.S. market at a later date.

In the video, Chen captures a moment where the first new chassis for the GX 550 actually gets fixed to a two-chassis jig with the final frame for the GX 460. Both frames go through the same rinse and chemical dip treatment. “[Those two different chassis sharing the same rig for early treatment] just goes to show you that they’re putting just as much effort into the old one as the new one,” says Chen.

As the video progresses, note Larry’s fascination with just how advanced the manufacturing process is for a modern automobile. Having been fortunate enough to tour the production facilities of a few manufacturers, I echo his fascination. This is manufacturing at its peak; watching the process from start to finish is as interesting as it gets.

Toyota’s enthusiast trucks and SUVS—everything from the Tundra to the Tacoma, the Sequoia to the Land Cruiser, and even up to Lexus with the GX 550 and the LX 600—are in the midst of a radical transformation right now. Just today, Lexus announced that it intends to be all-electric by the middle of next decade. In the interim, however, we’ll be curious to see what reception is like for the new GX. We’re hoping to get some time behind the wheel of the new GX early next year, so stay tuned.

The changing of the guard for any enthusiast vehicle is usually a somber moment, as something beloved gives way to an unknown thing. Chen, however, seems quite optimistic about what he sees in the new GX. Be sure to check out the full episode of Larry Chen’s Capturing Car Culture to see an in-depth look at one of the automotive world’s most advanced and impressive facilities.

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Chevy is updating its cash-cow Tahoe and Suburban siblings for the 2025 model year. The takeaway: Americans still care about towing, and they still like their big, cushy rolling bunkers to have V-8—or fantastically refined diesel—power.

Most of the updates we’ll discuss here span across both the Suburban and the Tahoe, so unless specifically stated, figure that the updates apply to both Bowtie Big Boys. The six trims offered for each one, laid out in ascending order of cost and ritziness: LS, LT, RST, Z71, Premier, and High Country.

The biggest news, although it won’t be offered until 2025, is the addition of the second-generation 3.0-liter Duramax turbodiesel straight-six. We first saw that engine on the new Silverado 1500, and as expected, it’s now coming to these two. The new(ish) mill produces 305 hp and 495 lb-ft of torque, gains of 10 and 7.6 percent, respectively. A retuned turbo, new higher-flow injectors, new steel pistons with revised cooling jets and an updated temperature control system are to thank for the added grunt. Tahoes and Suburbans with the first-gen diesel were already remarkably quiet, but this new one also gets new sound-deadening material and a revised intake that Chevy says will help it run even quieter. For the first time, Chevy is making the diesel available on the Z71 trim.

If diesel ain’t your thing, you still have two choices for V-8s: the 5.3-liter, and the 6.2-liter. The former is standard on the LS, LT, RST, Z71, and the Premier. The latter is standard on the High Country only, but it’s also offered on the RST, the Z71, and the Premier. All engines, including the diesel, pair with GM’s 10-speed automatic transmission.

All that grunt means a fairly capable tow rig, too. Chevy will offer a max trailering package which on select trims will include a higher-capacity radiator and cooling fan, as well as an integrated trailer brake control. Other towing tech of note: A new trailer tire health monitor; boat ramp assist, which will provide a checklist and instructions for towing, launching, and retrieving a boat; and trailer navigation, which will use Google Maps to calculate the ideal route for your rig based on the size of the trailer. Properly equipped, the Tahoe will be able to lug 8400 lbs, the Suburban 8200.

There are a raft of cosmetic updates inside and out, too. Both 2025 models get revised exterior styling that includes new front lighting elements and occasionally some trim-specific design. Namely, the Z71 trim level, Chevy’s “off-road” variant, will get a new high-approach front bumper that includes a metal skid plate and red tow hooks, both vital for hopping curbs at the Whole Foods.

Opt for the RST or the High Country variants, and you’ll have access to 24-inch wheels. (Remember when those were like the final unlock of Need For Speed Underground video games? The times, they are ‘a changin’.) Two new exterior colors join the fray as well: Cypress Gray and Lakeshore Blue Metallic.

Inside, a new interior features a 17.7-inch-diagonal central infotainment screen akin to the one that now adorns the Silverado and Silverado HD. It’s standard across all trims, as is the 11-inch digital instrument cluster ahead of the driver. Alongside the new helping of tech, 2025 Tahoe and Suburban get a few physical tweaks as well, including a redesigned center console, a new steering wheel design, a new shifter, and trim-specific stitching.

The High Country, which is basically a Cadillac Escalade in all but the name, gets a host of unique interior touches such as real wood inlays (a first for the Chevys), special leather seats, a unique steering wheel, and access to a special Jet Black and Mocha interior color combo. (We saw GMC give its top-rung Yukon, the Denali, a similar treatment; these buyers are spending the big bucks and they feel entitled to something extra special. Chevy copying this move doesn’t surprise us.)

The biggest update for the current generation of Suburban and Tahoe when it arrived way back in 2019 was the addition of multilink independent rear suspension. That system has been retuned, Chevy says, to further improve ride and handling. As expected, both the adaptive air ride suspension and GM’s magical Magnetic Ride Control suspension systems will be offered. Magnetic ride will be standard on Premier and High Country and optional on the RST and Z71 trims. Air ride, meanwhile, is available to just the High Country, Z71, and for the first time, the RST model.

The 2025 Tahoe and Suburban will be assembled at Chevy’s Arlington, Texas, facility, which celebrates 70 years of continuous production next year. Pricing will be revealed at a later date closer to when these beasts of burden start popping up on the assembly line.

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Innovations came fast and furious during the early years of the automobile, and racing played a vital role in many such advancements. Today, many of the cars that made names for themselves on the race tracks of yore are lost to the sands of time. Of the ones that remain, we have a soft spot for the ones that still get exercise. The latest episode of Jay Leno’s Garage looks at one such car, a 1911 EMF Model 30.

In 1908, EMF was founded by three Detroiters: coachbuilder Barney Everitt, ex-Ford product manager Walter Flander, and William Metzger, a former Cadillac employee and someone who some folks say was the first car dealer in America. The talented trio grabbed a letter from each last name, and voila, EMF was born. The company produced a handful of models during it’s short life, some under the EMF name and some which were eventually badged as Studebaker models.

Like many automakers of the era, EMF tried its hand at racing. This particular car was sent to the 1911 American Grand Prize race, the final running of an event that brought grand prix racing to Savannah, Georgia. As owner Dale Critz Jr. tells it, this car was the first of three consecutive Model 30s to be plucked straight from the assembly line and configured with speedster-type bodywork, seen here. The latter two cars (numbered 34 and 35, to follow this one’s numeration) received special Firestone tires before the race that enabled them to finish first and second; this car finishing in third place.

This EMF Model 30 features a stock flathead engine that, although Jay and Dale don’t specifically mention it, is likely 228 cubic-inches in displacement. The light car class that this car competed in was limited to 230 cubic-inch engines, thus tipping us off to which of EMF’s engines would be under the hood. Leno and Critz Jr. take some time to go over the rest of the systems in the car, which really paint a picture of just how brave the folks that raced these cars in period really were. There are no brakes on the front wheels, and only a hand-operated brake lever to slow the rear wheels.

Race cars of this era often have two seats because you had to have a ride-along mechanic alongside to help manage the multitude of tricky function and things to keep track of while driving. From that second seat, a mechanic would operate the hand-pump fastened to the side of the bench to regulate fuel pressure. The pump has since been modified to run both the fuel and the oil pressure systems, which feed from the two tanks out back. The larger tank is for oil, because these were total-loss oiling systems.

Despite the primitive braking systems, these cars weren’t slow by any means. This one boasts a speedometer that can read up to 60 mph, something Jay and Dale reminisce on while crawling over the car before the drive. “In the early days of the twentieth century, speed was the new sensation,” explains Leno. “There was no inherent fear of speed yet.” That probably explains the primitive brakes.

And this car proved that absence of fear, recording an average speed of 58 mph around the 17-mile course back in 1911, according to Critz Jr. seeing “something going a mile a minute was pretty impressive,” admits Leno.

Though the car originally had two spark plugs per cylinder, Critz Jr. and his crew have modified it to run with one plug now, opting to use the second hole for a set of primer cups that help the car less cantankerous to start in foul weather conditions. With a little ether and a few cranks to prime it, the EMF Model 30 barks to life easily.

Out on the roads, the EMF’s engine produces plenty of low-end grunt for each of the three forward gears. The tachometer on the car reads up to just 1500 rpm, which seems low in modern context but was quite high for the time, according to Jay. The ride looks pretty decent too, thanks to leaf springs wrapped with twine that had been lubricated with oil. This one also has a Moto-Meter installed up front to measure the temperature of the coolant circulating the engine though Critz Jr. points out that the Moto-Meter wouldn’t have been run during the race, because that invention came out after 1911.

To see a car that’s more than a century old running and driving is always a treat, and Leno is clearly appreciative of the chance to experience such a thing. While we can’t promise you’ll get the chance to pilot a similarly-aged car, you can at least enjoy the full video of Jay’s time with the 1911 EMF Model 30.

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Automotive history is littered with the bones of small-scale manufacturers that, for one reason or another, couldn’t hack it over the long run. That same history is also full of punchy shops that overachieved in their eras, taking the fight to much more established players on some of racing’s greatest stages, which even today seem downright improbable. The Venn diagram of carmakers that achieved racing glory only to fold after a short life, however, is sparsely populated.

That’s where we meet Peerless, a punchy post-WWII British firm that burned hot and fast, only to fizzle out in less than a decade. Oh, the stories this 1959 Peerless GT Phase II, currently listed on Hagerty Marketplace, could probably tell.

First, some backstory: Peerless—no, not the prewar American manufacturer—was a small British shop that sprang up seemingly out of nowhere in the mid-1950s. It was founded by James Byrnes, a decorated club racer tired of off-the-shelf competitors, and John Gordon, a local Rolls-Royce vendor and something of a racing junkie himself. The two tapped Bernie Rodger, a local legend in the engine building and tuning scene, to be the firm’s lead engineer.

Though it shared no direct relation to the American Peerless brand, the Brit variant did graft its name from the former: The founders selected a small facility in Slough as their base, and that facility had in a previous life been used by the American Peerless corporation to build a handful of armored cars during World War I.

Despite the three men’s shared desire to build their own sports car from the ground up, they quickly agreed that a from-scratch creation was probably beyond their reach. Rodger, who owned a local restaurant that was a favorite of top brass from the Standard Triumph company, used his connections to convince those executives to offer up a handful of Triumph TR3 platforms that would serve as the base for the prototype Peerless.

The eventual product that rolled out of the shed doors in Slough only loosely resembled the TR3 upon which it was based. Though it shared the 2.0-liter, 100-hp four-cylinder and the four-speed transmission and Laycock overdrive system with the TR3, the Peerless GT (initially dubbed the Warwick, but eventually changed to GT) was far more racing-focused. The engine sat inside a fully arc-welded tube frame that gave the GT considerable rigidity. It was six inches longer than a contemporary TR3, with a track width 5 inches greater than that of the Triumph. Other differences to the Triumph included a de Dion rear axle design and a sultry fiberglass coupe body that concealed a 2+2 cockpit.

Keen to capitalize on the warm reception the GT received when it debuted at the 1957 Paris motor show, Byrnes, Gordon, and Rodger turned their eyes towards the crown jewel of European motor racing: Le Mans. Two cars, a primary and a reserve, were entered into the grueling 24-hour race in 1958, though only the primary car saw competition. Each one featured a hand-built engine, additional fuel tanks, and a lowered suspension. Shockingly, the Peerless GT took 16th overall, besting far more established players in the process.

The orders poured in following that French triumph. The Slough facility went into overdrive to fulfill them, and, as so many British upstarts had done before, promptly fell behind. Peerless’ leaders wanted to build five cars per week, but that goal quickly got out of reach. Just 325 Peerless GTs were created by the time the shop closed in 1960.

Of the 325 cars, 275 units were built to the original GT spec, which involved a fiberglass body and muted styling. The remaining 50 cars were built to what was known as the Phase II spec, which boasted a number of improvements. Chief among them was a new molded body that eliminated some 60 fiberglass body seams and the need for extensive bonding and riveting.

The car pictured here is one of those 50. It’s also one of just 70 cars built in a left-hand-drive configuration. According to the listing, the car is fresh from a frame-on restoration, completed in October of this year. The body was refinished in silver, and the frame was sealed with POR-15 as part of the restoration.

This example also ditched the Triumph running gear for the 2.6-liter inline-six engine and four-speed manual transmission from a 1974 Datsun 260Z. Both the engine and the gearbox were reportedly professionally rebuilt at some point in their lives. It also features a completely new interior with black vinyl upholstery, Stewart Warner gauges, and more. The odometer currently reads just 10,500 miles as of the time of listing, although it is noted that the true mileage is unknown. This Peerless GT Phase II features plenty of other neat details as well, far too many to list here. Check out the listing for yourself to see them all.

If orphaned British racing royalty paired with stout and engaging Japanese running gear sounds like something you might fancy, allow us to compliment the cut of your jib. The auction listing for this plucky Brit will close next Tuesday, November 28, so you even have a little time to make room in your garage.

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If you thought Formula 1’s explosion in popularity here in the U.S. was going to be short lived as the novelty of the Netflix series Drive to Survive wears off, guess again. General Motors just announced that it has formally registered with the FIA as a F1 power unit manufacturer. It becomes the second major U.S. automaker to throw itself into the world’s flashiest show on wheels, following Ford, who announced a partnership with Oracle Red Bull Racing and Scuderia AlphaTauri earlier this year.

Notably, GM’s announcement also marks yet another key step in the journey to see the Andretti name return to the F1 grid, with the help of Cadillac. Early last month, the FIA, F1’s governing body, approved an application for Andretti Formula Racing LLC to become the series’ 11th team.

“We are thrilled that our new Andretti Cadillac F1 entry will be powered by a GM power unit,” said GM President Mark Reuss. “With our deep engineering and racing expertise, we’re confident we’ll develop a successful power unit for the series, and position Andretti Cadillac as a true works team. We will run with the very best, at the highest levels, with passion and integrity that will help elevate the sport for race fans around the world.”

GM says that development and testing of prototype technology that will be used in the power units is already underway. The goal, according to the announcement, is to become an official supplier starting in the 2028 season, so we have a few years here. (Ford, by contrast, is set to enter the series starting with the 2026 season.)

For GM, the decision to enter the cutthroat world of F1 offers a few upsides: Watched by nearly half a billion people worldwide, F1 represents an incredible marketing opportunity, in this case to showcase the Cadillac brand. But from a practical side, GM feels that competing in F1—more specifically, building the ludicrously complex powertrains that propel these spaceships around tracks at speeds that beggar belief—will advance the automaker’s expertise in key engineering areas such as electrification, hybrid tech, sustainable fuels, high-efficiency internal combustion engines, and more.

Despite the business case from GM’s standpoint, things are not yet guaranteed for an Andretti/Cadillac tie-up to take the green flag later this decade. According to a report from ESPN, when the Andretti group first voiced interest in F1 earlier this year, it was initially believed that Alpine would supply engines to the team, who wanted to be on the grid by 2025. That became a sticking point with the other F1 teams, who believed that the Alpine power units wouldn’t be a strong candidate for great racing, and by extension, would not benefit the fans. GM’s decision to become the power unit supplier adds a significant boost to the legitimacy of the Andretti effort.

Another report from motorsport.com also revealed that the only way that GM comes to the grid currently is with the Andretti team. Should that fail to materialize, GM may be sent back to the drawing board, or be forced to shut down its efforts.

And there is a chance that this effort still fails to launch; while the FIA has granted approval for the Andretti team, the charter still has to pass muster with Formula One Management (FOM), who represents the interests of the teams already competing in the series. Those teams have been lukewarm to idea of an 11th team, because as it stands currently, the massive prize pool of money is paid out in 10 lump sums to each constructor, dependent on the finishing order of the constructor’s championship. An additional team could mean that the last-place constructor gets bupkis from FOM, which could become a real issue given the ridiculously high costs associated with every element of competing in F1. (The entry fee alone for F1 currently is $200 million.)

FOM has said that the only way that it will entertain the idea of an 11th team joining the fray is if they feel that it would prove beneficial to the series as a whole. Selfishly, we can’t help but think a legendary American name such as Andretti would do nothing but lift the overall appeal of F1, especially here in the States, which as of next weekend’s event in Las Vegas will now boast three races on the F1 calendar, the most of any country the series visits.

As is often the case in a series rife with drama both manufactured and real, it appears that a game of chicken is set to take place over the ensuing few years. That Andretti now has the might of the General behind its efforts should, we hope, tip the scales in its favor.

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In the early 1990s, things looked grim for the large family sedan. The minivan was rapidly gaining territory as the American family hauler of choice, chomping away at a space once utterly dominated by the big-bodied automobile. As the Big Three sought to adapt to changing market tastes, little thought (and money) was granted to the platforms that underpinned four-door, big-motored vehicles with bench seating for six and trunks for another few. They realized that smart money might drag aging platforms into another decade of service, even if it would potentially be their last.

But before the big sedan’s curtain fell, General Motors sought to give its aging B-body platform, which had just been redesigned in 1991, one last shot of sizzle. At the 1992 Detroit auto show, The General debuted the Impala SS concept, resurrecting a name that had been dormant for more than 20 years. The brainchild of designer Jon Moss, the Impala SS concept boasted blacked-out bodywork, big-block V-8 power, and a menacing stance. It was an immediate hit, so much so that GM opted to greenlight production of such a beast.

By the time the Impala SS reached production lines in 1994, the car’s formula had been softened quite a bit. Gone was the 510-cubic-inch big-block; in its place, a detuned version of the 350-cubic-inch LT1 V-8 found in the contemporary C4 Corvette. Though the LT1 lacked the punch of a big-block, it still produced 260 hp and 330 lb-ft of torque, figures good enough to propel the two-ton bruiser to 60 mph from a standstill in around 7 seconds.

Blessedly, the river-stone-smooth bodywork, which was essentially cribbed wholesale from the slow-selling Caprice and treated to heaps of black paint, remained. Underneath that bodywork was a chassis that remained virtually unchanged since it’s inception in 1977 for the third-generation Caprice. To match the performance of the LT1, the Impala SS scored the 9C1 police car package which provided an upgraded and lowered suspension, a high-capacity cooling system, dual exhaust, a transmission cooler, and larger disc brakes for the rear. A limited-slip differential was also fitted, as were gorgeous 17-inch cast aluminum wheels.

The overall proposition of the Impala SS struck a dying, perhaps dormant chord with American buyers. When production ended just three years later in 1996, more than 69,000 units had found their way onto our highways and byways.

Five-figure-production runs do not a rare sleeper muscle car make, but this 1995 example, currently offered on Hagerty Marketplace, boasts a little something extra under the hood that will help it stand out: The car’s LT1 V-8 has worshipped at the altar of Lingenfelter, a storied name in the world of aftermarket GM performance. It now boasts a displacement of 383 cu-in and a handful of other upgrades that juice output to a claimed 440 horsepower.

Other drivetrain upgrades include a Tremec T56 six-speed manual transmission in place of the 4L60E automatic, 4.10 rear gears, a two-stage clutch, a Borla stainless steel exhaust, and more. When this car was cataloged for Hagerty Marketplace, its odometer showed just 54,445 miles.

It’s a well-equipped example elsewhere too, boasting convenience features such as a power antenna, leather seating surfaces, a PASS-Key II theft-deterrent system, an adjustable steering column, a power trunk opener, and much more. The only stated imperfections, according to the listing, are a bit of peeling clearcoat on the roof, hood, C-pillar, and driver’s-side doors.

To many, the Impala SS marked the end of an era in automotive history. If you’re into those “last-of-their-kind” vehicles, this example is a blue-chip piece. Add in the extra helping of power and that sweet six-speed, and this might just be the perfect rendition of a sleeper muscle car. The auction comes to an end on Monday, November 20 at 3:30 p.m. ET, giving you a few days to get your ducks in a row before you toss a bid or two into the fray.

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Following a teaser dropped in a tweet yesterday from Ford CEO Jim Farley, the Blue Oval today revealed the 2024 Mustang GT California Special (GT/CS). Like the original GT/CS, which debuted back in 1968, the new one seems to capture “California’s optimistic and carefree driving culture,” says Joe Bellino, Mustang brand manager.

The 2024 GT/CS will use the color Rave Blue in a host of accent flourishes that make it stand out. On the exterior, you’ll find the color adorning the nostril intakes flanking the grille, as well as on the trim-specific graphics along the lower bodysides. You’ll also see Rave Blue on either of the two 19-inch wheel options: the standard carbonized gray wheels with a GT/CS logo printed on them in blue, or, the performance pack wheels, which combine a machines face with sweet-looking Rave Blue pockets. The 5.0-liter badge and the GT badge at the back will also get the blue treatment, as does the GT/CS badge in the front grille.

Inside, Mustang designers used the blue for accent stitching on the black seats, dash, and doors. The same stitching, which also has a trace of gray thread to add a bit more pizzaz, is available for the steering wheel and center console as well. Other interior flourishes include a “California Special” badge on the instrument panel, and floor mats with the GT/CS logo on them.

The California Special package will add $1995 to the price of a Mustang GT Premium, which starts at $47,410 and includes the 480-hp Coyote 5.0-liter V-8, as well as Brembo brakes, aluminum pedals and door sill plates, and an optional active valve exhaust system that will keep things muffled on cold mornings so as not to wake the neighbors. All-in, you’re looking at just shy of $50,000.

Ford will sell you a Mustang GT California Special configured as either a coupe or a convertible, and you can also choose between the six-speed manual and the 10-speed automatic transmission. Opt for that convertible, and you’ll have to add another $5500 (the upcharge for a GT Premium convertible) to the sticker price, putting a drop-top GT/CS like the one pictured here at $54,905. Order banks open today. The Mustang GT/CS will be revealed in the metal at the 2023 Los Angeles Auto Show on November 16.

Ford’s most famous car is getting ready to turn 60 next year, and the automaker is casting its net wide, seemingly engineering and designing a Mustang targeting just about every relevant buyer for this S650 generation. From the modest, but still plenty of fun Mustang EcoBoost, to the performance-oriented Mustang Dark Horse, to the supercar-slaying Mustang GTD, and now the cruising-ready GT/CS, you really are spoiled for choice if you’re looking for a new Pony car.

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Honda announced 2024 model-year updates to the Ridgeline midsize pickup today, including the long-suspected addition of the TrailSport trim level, which promises to increase the off-road-worthiness of the unibody truck.

The TrailSport trim debuted in 2022 on the Passport SUV. At the time, the badge was nothing more than a veneer of adventure-readiness. With the 2023 Pilot, Honda got serious: The Trailsport-spec model got unique suspension tuning, serious off-road tires, and actual underbody armor.

The Ridgeline will get the full-fat TrailSport treatment, which is certainly an improvement, though not a license to book a weekend run to the Rubicon Trail. Opt for this Ridgeline trim (one of four for 2024: Sport, RTL, TrailSport, and the range-topping Black Edition) and you’ll get steel underbody protection; an off-road-tuned suspension with unique spring rates, damper valve tuning, and stabilizer bars; proper General Grabber A/T Sport all-terrain tires; and a unique grille.

There’s still no full-time 4×4 capability, and Honda’s i-VTM4 all-wheel-drive system remains a front-wheel-biased system, but Honda says that its engineers tuned the system at real off-road arenas such as the Imperial Dunes in Glamis, California, and in Dubai. The AWD system is standard on all Ridgelines and can shuffle as much as 70 percent of the engine’s 262 lb-ft of peak torque to the rear wheels. Honda also has a traction management system baked into the AWD running gear that can be customized for different types of terrain including sand, snow, mud, and paved roads.

During our test of a 2021 Ridgeline AWD Sport, we found the AWD system to be plenty capable when managing less-than-ideal conditions. We also came to appreciate the on-road composure that came from its unibody construction, unique in this segment unless you count the smaller Ford Maverick. (Where does “midsize truck” end and “small truck” begin? Discuss among yourselves.)

Ridgeline TrailSports will get a mesh front grille and blackout treatment for the door pillars and exterior mirrors. The front “skid garnish” (read: not a full-on steel skidplate) will be painted Pewter Gray, to match the color treatment on the 18-inch wheels. Other exterior differentiation includes a trim-specific paint color: Diffused Sky Blue, which we’ve seen on the Passport and Pilot TrailSports. It’s the paint color pictured here, and it’s quite tasteful.

Inside, Ridgeline TrailSports get orange ambient lighting and orange contrast stitching on the steering wheel, seats, and door panels. Honda’s TrailSport logo also comes embroidered on the front headrests and the standard rubber floormats.

Honda also baked a few updates into the entire Ridgeline lineup, including the word R I D G E L I N E stamped across the trick rear tailgate, which can open traditionally as a fold-down unit or swing out to one side like a big car door. There were tech updates to the interior, too, including a new 7-inch digital instrument panel, standard across all trims, and a new 9-inch color touchscreen for central infotainment duties that can support wireless Apple CarPlay and Android Auto.

All Ridgelines will also get a new, larger center console with an integrated armrest. The console does away with the folding armrests for each of the front chairs (a feature we quite liked on older Ridgelines, though the added storage is probably a plus), replacing them with a single trap-door-style pad for both front-row occupants to share. A new platform ahead of the cupholders and button-type shifter controls now offers accommodations for two large smartphones to lay side-by-side and charge wirelessly.

All 2024 Ridgelines will begin arriving at dealers this winter. Honda didn’t release pricing information at the time of this writing, so we would expect things to continue along roughly the same lines in 2023: Expect low-trim Ridgeline Sports to start around $40K, and higher-trim versions like the TrailSport or the Black Edition to ring in in the high-$40K mark or perhaps reach just inside the $50K range.

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As the Audi TT‘s joyful 25-year existence reaches the end of the road, the automaker is giving its style icon a handsome send-off. The 2023 Audi TT Roadster Final Edition will don special paint, a handful of color treatments for select styling components, and sporty bodywork—all without the shouty badging that would otherwise accompany it.

Just 50 such cars will be made, all bound for U.S. shores. Lucky us! That gorgeous green (Audi calls it Goodwood Green pearl effect) looks deep enough to swan-dive into. The paint was offered on the first-gen TT Roadster, and now it makes a comeback for the final iteration of the third-gen car. A series of matte gray trim pieces on the bumper and the side trim, cribbed from the S line package which is offered on the TT Roadster here for the first time, help offset the green paint. As a nod to subtlety, the TT Roadster Final Edition doesn’t have those S line badges anywhere on it.

The convertible top, which can raise and lower the roof in just 10 seconds at speeds of up to 31 mph, is also gray. Though it’s not the first time a gray top has been offered—the 2019 TT Roadster 20th Anniversary Edition also offered it—it looks correct here. Though Audi doesn’t explicitly say so, wed bet that the gray top is meant as a nod to the original TT concept, painted silver, which had a very thick B-pillar and slim window. In profile, it’s hard to miss the connection.

Inside, toasty Palomino Brown leather wraps Roadster’s thrones. Audi says the color choice is a tribute to the first-gen TT’s optional baseball-stitch leather seats. We must ask: Would it have killed Audi to just make 100 seats with actual baseball stitching? Tributes are never as good—unless you’re Jack Black and Kyle Gass. Still, a green-over-tan color scheme always plays on a small convertible. The Palomino Brown fest continues thanks to an extended leather package that covers the door armrests and center console in the same material.

Every TT Roadster Final Edition will come wearing 20-inch x 9-inch forged wheels with summer performance rubber on them, a combo borrowed from the sportier Audi TTS. The TTS also donates its magnetic-ride suspension, a system that smooths out road imperfections and also lowers the car by 10 mm.

Power comes from a 2.0-liter turbocharged four-cylinder making 228 horsepower and 258 lb-ft of torque. That engine mates to a seven-speed dual clutch automatic and Audi’s quattro all-wheel-drive system. With that running gear, the TT Roadster can ho 60 mph from a standstill in just 5.5 seconds.

More than just a design icon, the TT, throughout the years, has served as a technological testbed for Audi. It was the brand’s first car to incorporate an electronically-deployed rear spoiler, the first to offer Audi’s brilliant virtual cockpit instrument cluster, and the first Audi to offer OLED taillights. It feels fitting, then, that a car whose entire existence was on the sharp edge of development get to ride softly into the sunset with a package that looks delightfully retro.

The 2023 Audi TT Roadster Final Edition will run you $68,895, including a $1095 destination charge. It’s available at U.S. dealers now, but if you want to be one of the lucky 50 to take one home, we’d recommend hopping to it.

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Ford is launching a new half-day program for its Bronco Off-Roadeo school. It’s the first time that the hands-on driving experience will be open to non-Bronco owners.

For $795, the Half-Day Adventure (not very imaginative with the name there, Ford) will offer anyone who ponies up the cash a chance to experience the Bronco’s adventurous capabilities under the guidance of expert instructors. “While our Bronco owners have loved Off-Roadeo, we’ve been asked by non-owners how they could experience the Bronco’s legendary off-road capabilities,” said Matt Simpson, general manger, Ford Enthusiast Vehicles. “The new Half-Day Adventure is a great way for those to be fully immersed in the Bronco brand and create an unforgettable memory.”

The program will consist of hands-on coaching from trail guides that will help you navigate the Bronco through plenty of rugged terrain, picturesque scenery, and specially-designed training trails. You’ll receive instruction on how to select a line, throttle control, and traction maintenance, all of which are crucial skills to know before venturing off on your own down a rocky two-track.

You’re allowed to bring up toe three guests with you to the program, as well. Participants will also get a little history lesson on the Bronco brand, a chance to view special Bronco gear, and more, because this offering is ostensibly about drumming up interest in potential buyers.

Interested in getting out where the blacktop ends? You can book your reservation for one of three existing Off-Roadeo locations—Horseshoe Bay, Texas, Moab, Utah, or Las Vegas, Nevada—through Ford’s website, broncodrives.com.

Half-day not enough for your liking? Remember, all Bronco, Bronco Sport, and Bronco Raptor buyers get a one-day, 10-hour experience at one of the four Off-Roadeo locations (the three mentioned above, as well as the Gunstock Moutain facility in Gilford, New Hampshire, which as of now, doesn’t offer the half-day course) for free with the purchase of their vehicle.

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When most Americans picture a truck in its natural habitat, they tend to think of a construction site, a wooded forest with a bed full of split logs, or perhaps a highway warrior with a camping or work trailer in tow. But there’s a small sect of pickups that hew closer to muscle cars than they do to utility workhorses. These street trucks, or sport trucks as some refer to them, were once popular halo models in many an automaker’s lineup. (Think GMC Syclone, Ford SVT Lightning, Ram SRT-10, or even the Silverado 454 SS.) Big muscle, lowered rides, and a general abdication of all “truck stuff” responsibilities made these machines distinctive and appealing.

Toyota would like to bring back the sport truck, at least if this wild Tacoma concept—unveiled at SEMA this year—is any indication. The black and blue curiosity pictured here goes by the name of Tacoma X-Runner, and it’s a welcome respite from the onslaught of trail-stomping monsters that tend to overrun the Las Vegas convention center this time of year. (Including a few from Toyota itself.)

The X-Runner came about as the result of a collaboration between Toyota’s engineering teams and the aesthetes at Calty Design Research’s office in Ann Arbor, Michigan. Eager to demonstrate the flexibility of the TNGA-F platform that underpins the 2024 Tacoma (plus the new Sequoia, Land Cruiser, Tundra, and more) the team decided to pivot away from the trails and back to the roadways.

In true street truck fashion, the party starts under the hood. In place of the 2.4-liter turbocharged 4-cylinder engine and hybrid drivetrain components normally found on the 2024 Tacoma, engineers dropped in a 3.4-liter, twin-turbo V-6 cribbed from the Tacoma’s big brother, the Tundra. That engine was further modified with upgraded dual intakes, a higher-flowing cat-back exhaust, and a recalibration of the engine’s management software. Final output clocks in at 421 hp and 479 lb-ft of torque. (These modifications, by the way, will be sold for $3400 as a new TRD Performance Package to Tundra owners beginning early next year.)

Tundra transplants didn’t just stop with the engine, however. The X-Runner also uses the Tundra’s solid rear axle, equipped here with a very short 4.30:1 final drive ratio and an electronic locking rear diff. Engineers also sourced the Tundra’s air suspension components to afford the X-Runner a remarkably low ride height, even while carrying a load. The 13.9-inch front brakes from the Tundra sit nestled behind 21-inch bespoke carbon-fiber wheels wrapped in Michelin performance tires.

To brace the X-Runner for all this added grunt, engineers widened the overall track by north of 3 inches and strengthened the truck’s frame. Handling that added width meant lengthening the upper and lower control arms in the front, as well as modifying the lower arms specifically to handle the “slammed” nature of the X-Runner’s desired ride height. They also lengthened the upper and lower control arms in the rear to accommodate that Tundra axle.

Sport trucks are meant to drive with gusto, so Toyota’s engineers set about modifying the suspension by stiffening the springs and adding a set of custom-valved 2.5-inch Bilstein shocks with remote reservoirs to each corner.

Stylistically, the X-Runner makes no pretenses as a trail hunter (which happens to be the name of the new Tacoma’s ultimate overlanding trim). Flared front and side body work incorporates plenty of aerodynamic styling and functional venting, and a custom side exhaust exits just below the rocker panel.

Whether or not such a sporting-minded truck would ever reach the production lines remains to be seen. That said, Toyota is watching and listening to how this concept is received. “There were lots of street trucks in the early 2000s and they all faded, so on the one hand, this was a curiosity check to see if there is any market for street trucks at all, or if the market has entire shifted to what we see today—tough, rugged, lifted vehicles,” said Adam Rabinowitz, chief designer at Toyota’s Calty Design Research, Inc.

If the Tacoma X-Runner strikes a forgotten cord in your soul, you’re not alone. Who knows, maybe a coalition of the willing will form, and the days of trucks pantsing Camaros at stoplights will make a glorious return.

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When it comes to reintroducing a nameplate as beloved as the Land Cruiser back to a major market, Toyota knows enough to load the hype train with plenty of cargo. The automaker is trotting out fan favorite after fan favorite onto the 2023 SEMA show floor, including several Land Cruiser creations. The roster everything from a mountain-flattening super crawler to a few exuberant expressions of the all-new 2024 Land Cruiser, but we’re partial to this Retro Cruiser—a revamp of a ’90s creation that blends a bit of something old and a bit of something even older.

The Retro Cruiser’s origins reach back to 1999, the result of a “what if?” conversation between senior management at Toyota and legendary racer Rod Millen. Toyota hauled the Retro Cruiser out of its company vault and refreshed it for duty at SEMA this year. Before we get into the details, let’s dig in to bigger picture—and why those proportions look a little funky.

The machine before you began life as a 1967 FJ45 Land Cruiser Wagon that Toyota acquired for $5000. At the time, the Cruiser was “in need of some love,” says Toyota. Plans were laid out to blend the FJ45 with the then-new FJ100 Series Land Cruiser, which had just debuted the year prior.

To make the concoction work, engineers stretched the FJ45’s frame by some 10 inches, modified the body for a more muscular look (read: stretched the hell out of it, because the 100 Series was nearly a foot wider and longer than the 40 Series, of which this FJ45 is a part), and set about fitting a bunch of performance enhancements to the resulting foundation. Think of this project as an early factory-backed restomod, akin to Jeep’s outrageous Easter Jeep Safari builds.

In the beginning, the team set out to use as many production components from the 100 Series Land Cruiser as possible. However, in the interest of ride comfort, a custom independent rear suspension with coilovers proved a better choice. Engineers narrowed the stock 100 Series differential but managed to retain the production brakes and hubs thanks to some custom uprights. With the new components and suspension layout, the Retro Cruiser offered an impressive 12 inches of wheel travel at the rear. The front track swelled by 4 inches, which had the added bonus of increasing front wheel travel by 30 percent.

Under the hood, Toyota engineers fitted the 100 Series’ 4.7-liter 2UZ-FE V-8, a now-legendary engine that was good for 230 horsepower when new. The rest of the driveline also came by way of the 100 Series, including the four-speed automatic transmission, the transfer case, and locking differentials front, rear, and center. A custom Borla stainless steel exhaust enabled the Retro Cruiser to exhale with some gumption.

Unsurprisingly, the 100 Series love continued on the inside. A slew of components from the contemporary Cruiser were fitted inside, including power seats, the center console, and more, many upgraded with Connolly leather. Added adventure-minded flourishes included an onboard satellite phone, a 15-gallon water supply tank, and an integrated roll cage.

Given that the original Retro Cruiser is now old enough to be considered a history piece, Toyota thought it prudent to give the creation a thorough overhaul before rolling it out at SEMA this year. The top-to-bottom refresh addressed worn and aged components such as leaking shocks rotted hoses, a tired fuel system, and more.

Mechanical maladies sorted, the Retro Cruiser then visited Complete Customs for an exterior glow-up. The shop stripped the rig down to bare metal, then restored it to the original tan color that it wore in ’99 at its debut. For shoes, the Retro Cruiser dons bespoke 17-inch billet wheels shrouded in 35-inch General Grabber All-Terrain tires.

Why roll out an old project nearly a quarter-century after its debut? The perfect coalescence of nostalgia and novelty, baby: “Vehicles like [the] Retro Cruiser are a testament to Land Cruiser’s iconic status as our longest-running nameplate,” explained Mike Tripp, group vice president of Toyota Marketing. “By showing it at SEMA we hope to inspire an entirely new generation of Land Cruiser lovers.”

Well said. This thing is sweet, and we have no doubt it’ll draw crowds in Vegas this year.

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SEMA 2023 has officially kicked into high gear. The aftermarket specialty show, held each fall in Las Vegas, offers automakers the chance to roll out their wildest creations and drum up buzz for new models, aftermarket parts, and much more. The public isn’t allowed inside the convention center, but don’t worry: We’re taking a ton of pictures to share with you.

Though some manufacturers have decided to forgo SEMA this year—looking at you, Stellantis—Toyota is very much not one of them. The Japanese automaker went buck wild with its creations, headlined by this brute: the Toyota “FJ Bruiser,” a properly unhinged machine built by the mad folks at the Toyota Motorsports garage.

Meant to capitalize on the hype surrounding the Land Cruiser nameplate’s return to American shores, Toyota calls the FJ Bruiser “an unstoppable rock-crawling beast that can go virtually anywhere.” That might be the understatement of the year.

The FJ Bruiser is based, ever so loosely, on a 1966 Toyota FJ45 Land Cruiser pickup truck, but pretty much the only things that remain from that workhorse are the body panels. Even a few of those have clearly been modified.

Underneath that vintage skin sits custom … well, everything. Toyota Motorsports engineers fabricated a custom frame, as well as a tube-chassis with a roll cage to protect occupants. The trailing-arm suspension features Fox shocks and Eibach springs that locate Currie solid axles front and rear. The 42-inch BFGoodrich tires are mounted to 20-inch Method beadlock wheels. Articulation is appropriately insane: Fully flexed out, Toyota says that the tires will come nearly halfway up the windshield line.

All that rubber demands a powerplant to match. In place of the wheezy but everlasting straight-six that used to come in these trucks, Toyota sourced a modified version of the 358-cubic-inch V-8 from its NASCAR Cup car. Output rings in at 725 horses, all thundering from a custom MagnaFlow exhaust. A race-built three-speed automatic transmission, built by Rancho Drivetrain Engineering, handles ratio swapping.

An Advanced Adapter Atlas triple-stick transfer case enables the FJ Bruiser to crawl in four different speeds for 2WD and four different speeds for 4WD. To illustrate how wide the ratios are: When in its lowest gear, this thing will crawl along at 12 mph while the engine is screaming at 7000 rpm. In the highest gear, that same 7000-rpm mark will see the vehicle hit speeds of up to 165 mph. Yowza.

Crawlers like this, even the King of the Hammers–type vehicles that inspired the FJ Bruiser, tend to wear winches to drag themselves out of sticky situations. Since this is SEMA, not competition, and Toyota was clearly on an absolute bender, winches were shunned as far too conventional. Should you somehow manage to get the FJ Bruiser stuck, particularly in a high-center situation where an obstacle has basically lifted the machine off the ground, thus preventing any of the four tires from getting traction, there is a tank-like track system—yes, you read that right—that will help this brute scurry off of whatever temporarily halted progress.

SEMA, man.

The CAMSO track system can be operated from inside the cockpit with the push of a button; no need to dismount from the FJ Bruiser. Speaking of the cockpit, engineers went nuts there, too. Custom Momo Daytona seats were fitted, reskinned with plaid fabric as an homage to the FJ’s original bench seat. (Imagine trying to tame this thing from a bench seat!) The steering wheel is a vintage 1968 Jackie Stewart championship steering wheel, because why not.

The FJ Bruiser is one of just a handful of wild creations that Toyota is rolling out at SEMA this year, though we’d absolutely label this thing as the automaker’s wildest. Stay tuned, we’ll cover some of our other favorites in short order.

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Here’s a freezing cold take: The hype around overlanding won’t die anytime soon. Not as long as automakers and the aftermarket keep teaming up to build wild concepts like the Sierra Grande by American Expedition Vehicles.

This seriously re-worked GMC Sierra HD looks like AEV’s answer to the question: “What if you took a workhorse UTV like the Polaris Ranger and super-sized it?”

AEV is responsible for some of our favorite off-roaders, such as the Chevy Colorado ZR2 Bison. As the foundation of its 2023 SEMA (Specialty Equipment Market Association) show build, the company chose a GMC Sierra 2500 HD with a single cab and a long bed, a configuration mostly reserved for full-blown work trucks. From there, the Michigan firm went to town.

An eight-foot aluminum bed replaces the factory unit. This material might seem like an odd choice in the states, but aluminum is a popular move among the overlanding community in Australia; adventurers prefer the utility and configurability of a simple boxed aluminum bed, and are happy to sacrifice payload to get it. A truck whose bed has been swapped with a boxed aluminum one is sometimes referred to as an “Aussie build” in the overlanding world.

Though GMC won’t normally allow you to spec the AT4X upgrades (all the good off-road tech) on a single-cab, long-bed Sierra HD, AEV worked directly with GMC engineers to source and fit most of that package’s components—including the trick MultiMatic DSSV dampers, the steering knuckles, control arms, and the rear suspension layout—to the Sierra Grande.

Up front, AEV cribbed the stamped steel bumper from the Sierra HD AT4X AEV Edition, and fitted it with a prototype brush guard for additional protection to the lights and grille. Speaking of lights, four 7000 series off-road lights have also been added, because you can never have too much illumination while out on the trail. Should you get stuck, there’s a ComeUp 12,500-lb winch integrated into that steel bumper.

To ensure the Sierra Grande’s 6.6-liter Duramax turbodiesel V-8 inhales clean air no matter the watery obstacles it may face, AEV fitted a snorkel of its own design. Underbody armor consists of stamped steel plates for the front end, for the transfer case, and more. Prototype fender flares allow the concept to sit on massive, 40-inch BFGoodrich tires wrapped around AEV Salta XD wheels. Between the massive rubber and the AT4X suspension upgrades, the Sierra Grande concept sits 1.5 inches higher than the Sierra HD you’d see in a showroom.

That added height also makes the aluminum box extra useful. Along with a conventional tailgate, you can drop either side of the bed, whose sides don’t rise nearly as high as those of a traditional truck bed, granting easier access to gear stored closer to the middle of the tray. An integrated vertical tire mount allows you to carry a full-size spare without sacrificing departure angle (as a frame-mounted spare would require). A custom AEV rear bumper further trims the truck for maximum nimbleness.

For good measure, AEV also fitted an ARB onboard air system to help air your tires up or down when transitioning from tarmac to trail. There are chucks on either side of the front of the aluminum bed to which you can hook up an air hose and get yourself road- or trail-ready in no time at all. There’s also a 9,500-lb ComeUp winch at the rear, because why just have one winch when you could have two?

The Sierra Grande is the first time we’ve seen AEV swing at that next level of customization for a GM HD truck—think bed removal and heavy accessorizing. In short, a more extensive job than swapping bumpers, wheels, and tires. That said, AEV is no stranger to kitting out HD pickups; the company has offered a cab-and-chassis and tray-bed version of the Ram HD pickups, which it calls the “Prospector,” for some time. A Prospector cab-and-chassis was the platform for another wild creation unveiled earlier this year through a collaboration with European travel cab maker Bliss Mobil.

The Sierra Grande concept will be on display at SEMA later this week in Las Vegas. While it’s just a concept now, don’t be surprised if news surfaces eventually that AEV will begin a production run of Sierra HD AT4Xs with the “Aussie” treatment like this.

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From Italian sports cars like the Testarossa to Coca-Cola machines to battery-powered road missiles, Pininfarina has proven itself to be a design firm that won’t shy away from the unconventional. Its latest creation, however, might just be the coolest of them all.

Behold, the Zamboni ZX5, which debuted earlier this week at the FSB 2023 Trade Fair in Cologne, Germany. The ZX5 is a new collaboration between Zamboni (yes, that’s actually the name of the company; it’s a bit of a Kleenex situation) and Pininfarina, and it looks … well, like a very tastefully sculpted machine for resurfacing ice rinks. It’s also the first Zamboni model to originate from the pen of a third-party design house, which is neat.

“We are honored to partner with Zamboni, a family brand with a strong heritage focused on relentless innovation that has become synonymous with its own product category,” said Paolo Trevisan, vice president of design for Pininfarina of America. “Our shared vision has led to the birth of the ZX5, a pure representation of Zamboni’s DNA project to the future thanks to this innovative and intuitive design.”

Early versions of the ZX5 will be powered by dual electric motors that use lithium-ion batteries, chargable with either 110V or 220V power. (Most ice resurfacers in use today burn propane gas.) Those motors generate 27 horsepower each, for a total of 54 hp. For a machine that chugs along at perhaps 5 mph tops, that’s plenty. Pininfarina also claims that its Zamboni has a tighter turning radius than older models.

A host of optional features, including neat bits like an on-board edger and a quick-change blade system, ensure that no matter your rink’s demands, you can have it looking glassy smooth in no time. Some of the main features like the flood water control and the towel lift (the rag that drags behind the Zamboni and flops quick-freezing water onto scarred ice to restore its smoothness) are now automated on the ZX5.

Zamboni says that the ZX5 is capable of resurfacing a sheet of ice up to 200×100 feet, a tad larger than the standard NHL rink size of 200×85 feet. The snow tank, essentially a storage compartment that stores all of the scraped-off ice, can hold 125 cubic feet of compacted snow. The onboard water-tank holds 200 gallons, plenty to rectify even the gnarliest of frozen surfaces.

Things sure have come a long way in the world of ice resurfacing since Frank Zamboni first debuted his frankensteined Ford Model A in southern California in 1949. To see a design house like Pininfarina hop into the Zamboni game is quite fun, if a bit off-the-wall. We dig it.

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To perhaps nobody’s surprise, 2023’s Japan Mobility Show has been heavy on electric vehicles. Toyota is using the show to debut some neat models, from a small pickup that looks nearly production-ready, and may be the long-awaited answer to dealers’ pleas, to an electric version of the stalwart Land Cruiser and the car seen here: a gorgeous sports car that could be a sign of where the automaker’s in-house performance brand, Gazoo Racing (GR), will head.

The sports car is called the FT-Se—not a particularly sexy name, any way you slice it. It’s just a concept right now, but the low-slung coupe has very mid-engined proportions that make it look like a Lotus or Porsche Cayman fighter. We’re getting whiffs of an electric version of the MR2, a lively little runabout that hasn’t graced any market since 2007.

Toyota says the FT-Se is “a high-performance BEV model proposed as one of the options for sports cars in the carbon-neutral era, incorporating the expertise gained in Toyota Gazoo Racing’s efforts to make ever-better cars through motorsports.”

Of course, there isn’t an engine hiding underneath that sleek bodywork. We’d bet on some combination of electric motors, two or maybe four in total—perhaps one on each axle, one at every corner, or, hopefully, one at each of the rear wheels. The renderings show a version of the car with a snazzy rear wing, but the car revealed on stage in Tokyo goes without it. Maybe an upgraded aero package offering someday?

Inside we can see a very digital cockpit replete with screens ahead of and to either side of the yoke-type steering wheel. One thing that’s not clear is whether the FT-Se would incorporate the electric “stick-shift” technology that Toyota has quietly been testing. Renderings of the cockpit would indicate no, but hey—never say never. Dodge seemed all but guaranteed to “never” make a gasoline-powered muscle car again, but a report that surfaced yesterday now indicates otherwise.

The FT-Se shares “major components” with the FT-3e, a more mass-market–focused concept that debuted alongside the sportier FT-Se. We’d bet that those shared major components include the batteries and the electric motor setup. In the brief description of the latter, Toyota points out that the FT-3e can serve “as a transfer medium for energy and data from the vehicle and its surroundings.” We’d infer that both of these concepts, should they reach the production stage, will have the capability to lend their battery’s juice to an owner’s house or the local power grid, like the Ford F-150 Lightning and many other EVs either on sale already or arriving soon.

It’s not hard to imagine a world where the business case works out for the FT-3e; that thing already looks strikingly similar in profile to Toyota’s bZ4X. The FT-Se may be a harder sell, but the shared components between the two should help. Akio Toyoda, the former CEO of Toyota turned chairman of the board, made it clear in recent years that he wanted his company’s cars to be perceived as more exciting. An electric MR2 reboot would absolutely fit that brief. Let’s cross our fingers.

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If you believed that the myriad final editions of the Challenger and Charger signaled Dodge’s final dance with internal-combustion muscle cars, you were not alone. The brand that brought you nearly two decades of tire-smokin’ good times announced in August of last year that 2023 would mark the final year of production for its Hemi-V-8-powered muscle cars. Dodge then offered a preview of its electric future: the Charger Daytona SRT Banshee concept. The writing on the wall said gas-powered Dodge muscle was dead … or so we thought.

If a new report is to be believed, there might yet be hope. Speaking with an anonymous source “connected to a supplier with firsthand information of Dodge’s production plans,” The Drive writes that the next-generation of the Charger will be a two-pronged affair—one model powered by batteries, another by internal combustion.

“They’re keeping gasoline engines,” the source said to The Drive. “The official designation for the vehicle platform is LB and it will have the new GME-T6 Hurricane inline-six in RWD and AWD. It will be using the Stellantis Gen 4 transmission that’s also rolling out to Mack Assembly, Jefferson North Assembly, and Toledo North.”

Quite the claim. We reached out to Stellantis for comment and received the following from Tim Kuniskis, chief executive officer of the Dodge Brand:

“More than a year ago we revealed the Dodge Charger Daytona SRT Banshee concept and announced that Dodge will build an all-electric muscle car. For the first official look at the car, and for more info, you’ll just have to wait.”

That … is certainly not an outright denial of what The Drive says.

While we hurry up and wait, let’s take it piece by piece, doing our best impersonation of a 1940s noir detective with a wall of photos and a ball of red yarn.

When Stellantis powertrain engineers first revealed the Hurricane back in March of last year, one of the big points they were keen to highlight was the engine’s improved efficiency compared to the larger-displacement engines in the company’s portfolio. The only engines with more displacement than the three-liter Hurricane are: the 3.6-liter Pentastar V-6, the 5.7-liter naturally aspirated Hemi V-8, the 6.2-liter supercharged Hellcat engine (which we love dearly), and the 6.4-liter Hemi V-8 that will live on in Ram’s heavy-duty pickups.

That six-four also powered select versions of the Jeep Grand Wagoneer, but the luxury subbrand has quietly been pivoting to either the high- or standard-output versions of the Hurricane. (The 6.4 came standard in the Grandie, but not the Wagoneer, which made due the 5.7-liter Hemi.) We now know that the Hurricane seems to fit wherever a Hemi can, regardless of which displacement (5.7 or 6.4 liters) Hemi you were dealing with.

GME-T6 is the internal designation for the standard output version of the Hurricane. When it launched, engineers said that version was good for “more than 400 hp and 450 lb-ft of torque, dependent on the application.” In the higher-spec versions of the 2023 Wagoneer, that GME-T6 is actually good for 420 hp and 468 lb-ft of torque, so we know that there’s even more twist available. The high-output version of the Hurricane, internally known as GME-T6 H.O., was initially rated for 500 hp and 475 lb-ft of twist, application dependent. We now know those figures were conservative, because in the 2023 Grand Wagoneer L, the Hurricane makes 510 hp and 500 lb-ft of torque. If The Drive‘s report is indeed true, let’s hope there are also plans for the high-output Hurricane to find its way beneath a Charger’s hood.

What about the source’s comment about rear-wheel-drive and all-wheel-drive configuration? When the all-electric Charger Daytona SRT Banshee concept debuted, Stellantis noted that it was underpinned by the STLA Large platform, one of four new electric platforms developed by the conglomerate ahead of a massive influx of EVs slated to arrive in the coming years. On a webpage detailing its electric future, Stellantis says that the STLA group of platforms will be configurable as front-, rear-, and all-wheel-drive.

What’s more, another report from The Drive published in late 2022 noted that Dodge CEO Tim Kuniskis did allude to the fact that the STLA Large platform could, in theory, house a gas-powered drivetrain and all the accompanying bits. However, in the same article, Kuniskis made it clear that Dodge was going full-bore into electric muscle cars, not anything Hurricane-powered.

That “Gen 4 transmission” is essentially an updated version of the eight-speed automatic that Stellantis uses in everything from Jeeps to Rams to the outgoing Charger and Challenger. Nothing too surprising there, though it doesn’t sound like Dodge has any plans for a manual-equipped version of this next-gen Charger. Bummer.

Our conclusion: Dodge is obviously playing coy, but a lot of the hypotheticals play out favorably for the next Charger. Consider us cautiously optimistic. Selfishly, we just want to see another round of muscle-car wars. Imagine a Hurricane H.O.–powered Charger hounding a Mustang Dark Horse around a track!

Your move, Chevy.

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The Japan Mobility Show in Tokyo is a hallmark event for the nation’s automakers, an annual occasion to drum up excitement for future models‚ both potential and planned. Ahead of 2023’s show, which runs from Thursday, October 26 to Sunday, November 5, Toyota unveiled a slew of concepts that signal the direction in which the automotive titan hopes to march. Sure, the electric Land Cruiser might be the sexiest idea, but this small truck is what really caught our attention.

It’s called the EPU, and it looks like a counterpunch to Ford’s red-hot Maverick, the first truly small pickup sold to consumers in years. The EPU is just a concept right now, but that shape looks remarkably attainable from a design, manufacturing, and regulatory compliance standpoint.

According to the limited details provided by Toyota, the EPU utilizes monocoque construction—a unibody, in other words—like that of the Maverick. The EPU is also a battery-electric vehicle, a characteristic that would set it apart from the Maverick, which relies either partly or fully on an internal-combustion engine.

Toyota calls the EPU a midsize pickup, but a glance at the dimensions reveals a machine that’s somewhere between a compact pickup like the Maverick and a midsize pickup like the Ranger or Tacoma. Of note: The EPU’s proposed overall length is 199.6 inches, which is actually 0.1 inches smaller than the Maverick. Width-wise, the EPU is 2.6 inches broader than a Maverick. Overall height is down 1.4 inches, Ford to Toyota.

The 131.9-inch wheelbase of the EPU, however, is nearly 11 inches longer than the Maverick’s. In fact, the wheelbase of the EPU is 3.2 inches longer than that of Ford’s new Ranger, which, as of the 2024 model year, is now exclusively offered with a crew cab and the 5-foot bed. Specs aren’t available yet for the all-new fourth-generation 2024 Tacoma, but if we lay the EPU’s dimensions next to those of the outgoing, third-gen Tacoma, the concept has an additional 4.5 inches between the wheels there.

The rest of the EPU looks quite promising. Toyota says that “the rear of the cabin links boldly with the deck to accommodate diverse user preferences.” Our suggested translation: The rear wall of the cabin, the one that separates passenger occupancy space from the truck bed, will fold to swallow lengthy objects. (Sound familiar? Chevrolet’s Silverado EV promises the same party trick.)

Earlier this fall, we noted that Toyota’s North American dealers were clamoring for a small truck to compete with the Maverick (and Hyundai’s Santa Cruz, although the latter has taken a significant backseat to the Ford when it comes to sales). While those discussions orbited around a gas-burner possibly underpinned by the Corolla platform, we wouldn’t be surprised if Toyota announces that it will hold off on a gas-powered little hauler and instead prioritize a battery-powered model like the EPU.

That said, can we work on the name please, Toyota? This trucklet seems like the perfect opportunity to revive the Stout nameplate, the small truck that helped spearhead Toyota’s breakthrough into the American market.

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Specialty Vehicle Engineering (SVE), the current caretaker of the Yenko trademark, is not letting Chevrolet’s lovable Camaro go quietly into the night. Following a handful of Yenko Camaros built in years prior, the company just announced three versions of the 2024 Camaro: one with 1150 hp, another with 1200, and a range-topping model that offers a whopping 1500 ponies—provided you’ve filled the tank with Sunoco 260GT race gas.

Camaro loyalists know the Yenko name thanks to Don Yenko, the hero who, in 1967, installed Chevrolet’s 427-inch big-block V-8 into the Camaro—an engine Chevy did not offer in that model. Even today, cars with Yenko badges are found on muscle cars (or the occasional SUV) packing outlandish power.

Each of the Yenko/SC Camaros built by SVE starts as an SS 1LE, a one-stop factory-built shop for all of the performance goodies in the Camaro catalog combined with Chevy’s workhorse 6.2-liter LT1 V-8. Given this foundation, all three SVE models (or “stages”) get magnetic ride control, track-tuned suspension, and coolers for oil, transmission, and differential, plus an electronic limited-slip diff and Recaro performance seats.

For stages I and II, SVE pulled the 6.2-liter LT1, upped its displacement to 6.8 liters (416 cubic inches), and slapped a supercharger atop it. Other upgrades include a forged steel crankshaft, H-beam rods, forged aluminum pistons, ported high-flow LT4 heads, upgraded fuel system, ARP head and main studs, and a larger throttle body. Once reinstalled in a Camaro, that beastly powerplant exhales through a custom stainless steel exhaust. Final power figures, on 93 octane: Stage 1 will bring you 1150 hp and 910 lb-ft of torque. Stage II gets you 1200 hp and 1000 lb-ft. Stage I is offered exclusively with the Camaro’s 10-speed automatic, while Stage II gets the six-speed manual as its sole gearbox choice.

The kingmaker in this group, however, is the Yenko/SC stage III, which takes things up quite a few notches. Whereas stages I and II make do with an uprated version of the LT1, the stage III ditches that engine entirely. Instead, it cribs the iron-block 6.6-liter V-8 found in GM’s heavy-duty pickups. From there, SVE goes to town: Displacement is increased to 7.0 liters, that magic 427 cubic-inch displacement figure you’ll remember from Yenkos of old.

Along with a supercharger, that forged steel crank, forged aluminum pistons, and more, the stage III car gets I-beam rods, an upgraded valvetrain, a revised induction system to suck in more air, and a variable boost control system. All that to keep 1500 hp and 1350 lb-ft of torque in check. (Again, provided you’re on race gas. Figures will be slightly lower on 93 octane.)

Stage III will also be offered exclusively with a six-speed manual, though the gearbox receives a high-capacity triple-disc clutch system and a lightened flywheel to mitigate some of the abuse taken by the Tremec ‘box. (That clutch and flywheel package can also be optioned onto the stage II car.)

These cars will be easy to identify thanks to a host of exterior and interior flourishes. On the outside: A body-color carbon-fiber hood will feature an exposed hood scoop and the YSC (Yenko Super Car, stylized sYc) logo; Yenko crest badges for the grille, fenders, and the rear panel; and a cowl badge denoting your car’s peak output, rendered either in chrome and red or gloss black and red. You can take it a step further by springing for the side stripe graphics that will adorn the hood and bodyside fenders, available in 10 stock colors, or your own tone for an added cost.

The stage III car gets a high-wing rear spoiler, and all stages receive lightweight forged wheels and Nitto race rubber.

Inside, you’ll enjoy special Yenko/SC doorsill plates, sYc embroidered headrests, Yenko floormats, a special crest with peak output and the car’s build number.

SVE plans to build 50 editions each of stages I and II and 100 of the stage III cars. They’ll be available exclusively through GM dealers in Canada and the United States. We’ve reached out to SVE for pricing information and will update this story when we hear back.

If you’re living in California, bad news: These menacing machines are not emissions-legal in the Golden State, and can only be used in sanctioned motorsports events there. Everywhere else, have at it.

Would you take one of SVE’s Yenko/SC Camaros over the just announced 1000-hp Hennessey Exorcist “Final Edition” Camaros? Let us know in the comments below.

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While the noise of Jaguar’s sonorous V-8 engine will rumble on forever in the confines of the British Library in London, the actual V-8—and all other gas-burning engines that motivate the British brand’s lineup—are not long for this world. The marque is planning to pivot to exclusively electric powertrains in 2025, but prior to that, it’s going to send gas-burning Jags out with a rumble.

Behold, the final internal combustion-powered car designed by Jaguar, the F-Type ZP Edition. “As Jaguar embarks on the boldest transformation in its history, to become a modern luxury all-electric brand from 2025, this is an unrepeatable celebration of Jaguar’s internal combustion sports car provenance,” said Rawdon Glover, Managing Director, Jaguar.

“F-Type has captivated sports car drivers for more than a decade, just as the E-Type did five decades before it. The ZP Edition is the ultimate celebration of that lineage, joining an illustrious roster of heritage-inspired collector’s editions including the 2015 Project 7 and 2020 Heritage 60 Edition.”

Just 150 F-Type ZP Editions will be made, and you can have yours in one of two colors: Oulton Blue Gloss, or Crystal Grey Gloss. Both tones have never before graced the F-Type. The colors match two “specially formulated paints created for seven pairs of E-Type Project ZP Collection cars announced by Jaguar Classic earlier this year,” says Jag.

The paint colors are tributes to the first race-winning “Project ZP” E-Types that campaigned in racing events shortly after the E-Type’s launch in 1961. Opt for the blue one, and you’ll enjoy a Mars Red and Ebony two-tone leather interior. Pick the grey, and your cabin will come shod in a two-tone Navy Blue and Ebony interior. Both look quite handsome.

There are stylistic touches to the exterior, such as the porcelain white hand-painted roundels on the doors, and the grille surrounds lathered in a matching tone. Each car will feature a “One of 150” SV Bespoke (Jag’s personalization team) plaque to remind you how rare such vehicles are.

The F-Type ZP Edition can be had in either a convertible or coupe body style; we’d recommend the convertible, personally. All the better to hear the supercharged 5.0-liter V-8 roar! Said V-8 comes directly from the F-Type R, boasting 575 hp and 516 lb-ft of torque. All-wheel drive is standard, and Jag says that 0–60 mph will take as little as 3.5 seconds. No manual is offered; you’ll have to make do with the torque-converter eight-speed automatic, which is not a bad ‘box.

When you’re responsible for 75 years of some of the best-sounding engines ever created, we could think of worse ways to mark the end of an era. The F-Type ZP Edition will be made available sometime next year. Pricing details have not been released, but don’t expect them to come cheap. (And honestly, expect that most of them are already spoken for. That’s kind of how these limited edition cars work.)

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Spy Photographers have captured images of what appears to be a C8 Corvette ZR1 development mule undergoing dynamic testing at the Nürburgring Nordschliefe in Eifel, Germany.

Holy wing, batman.

The ZR1 will be the gnarliest C8 yet, wilder than either the razor-sharp Z06 or the future-focused hybrid Corvette E-Ray. The photographers claim that the ZR1 was testing two different rear wing configurations, but we only see one in this gallery. That said, we did see another ZR1 mule earlier this year that definitely has a smaller wing on it, so we’ll roll with their claim.

There’s precedent for two different wings. The C7 ZR1 offered two different aero packages—the base one and a much more aggressive ZTK package which was capable of producing 1000 lbs of downforce. Expect a similarly bonkers number for the wilder of the two packages on the C8 ZR1, assuming that we will get two variants. Heck, there might even be active aero, a-la the Porsche 911 GT3 RS.

Aside from the rear wing, there are a few other bodywork tweaks that stick out. First, those vents on the hood: The ZR1 will, predictably, build huge amounts of heat from any number of high-performance engineering components. Those openings are likely heat extractors to help manage temps on the front brakes, or perhaps as an exit for the air flowing over one of the ZR1’s many, many heat exchangers.

Second: There are two little vents just behind the main intake channels on the sides of the car. We’ll speculate here: The ZR1 is expected to use an upgraded, twin-turbo variant of the LT6 DOHC V-8 engine that powers the Z06. In the ZR1, it’s rumored that this engine will be called the LT7 and could pump out nearly 800–850 hp. Perhaps those openings are separate intakes directly ramming air into the turbos? Maybe they’re new channels to blast ambient air onto the dual-clutch automatic transmission that’s going to be banging off gear shifts at a frantic pace? Cooling ducts for the rear brakes, which look extremely large? Whatever they’re for, we dig ’em.

As far as shoes go, the mule seen here has some ridiculously wide rear wheels, likely necessary to cope with all the power that this beast is going to be putting down. The fronts aren’t exactly svelte either, and the sticky rubber that’s sure to come standard here should make for exceptionally deft handling traits. (GM engineers are kind of wizards when it comes to that stuff.)

It’s unlikely that we’ll see any sort of hybridization in the ZR1—that honor will likely be reserved for the Zora, an even wilder version of the C8 that’s supposedly also in the works. If that’s true, the C8 ZR1 could be the final pure-ICE Corvette ever, a milestone that will certainly carry weight with collectors and enthusiasts down the road.

If the thing drives as menacing as it looks, it might be time for tracks everywhere to dust off those lap record boards. The new king of the Corvettes is coming.

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To some, the MGC—more or less a straight-six-equipped version of the inimitable MGB—is a fine evolution of a proper British sports car. It’s shapely, full of spunk, roomy enough for a few weekend bags, and loads of fun to drive. But if you’re WWE superstar John Cena, a man who’s tried his hand at everything from rap music to major motion pictures to suplexing the Undertaker, you’re always open to things getting a little bit … wilder.

We did not have “John Cena’s MGC GT” on our bingo card of celebrity cars, but boy are we glad to know such a space exists. Bring a Trailer is currently selling a metallic gray 1969 MGC that was once owned by the famous pro wrestler (and actor). Predictably, it’s no ordinary Brit coupe.

According to the listing, Cena acquired the MGC in 2020, at which point he shipped it off to Ekstensive Metal Works, a custom car shop out of Houston, Texas, where the little hatchback hit the gym—and then some. The 2.9-liter straight-six that originally came in the car was removed in favor of a herculean LS3 V-8 equipped with a Holley Sniper EFI system, tubular headers, an aluminum radiator, and MSD spark plug wires.

That engine mates to a Tremec T56 six-speed manual transmission sending power to the rear wheels via a 10-bolt rear axle with 3.73:1 gearing. The soundtrack comes courtesy of a dual exhaust system that terminates just ahead of said rear axle. Ekstensive Metal Works also fettled with the suspension and braking system, adding adjustable coilovers and a four-link rear suspension, as well as vented and slotted Wilwood disc brakes with orange calipers.

The madness continued on the outside, as the shop stripped the body and modified it with a Sebring widebody kit, then painted the whole thing with custom metallic gray paint. Inside, a completely custom interior featuring blue leather with custom orange piping contrasts the gray exterior quite well. Added bits of flair include backlit door cards, a matching headliner, a Vintage Air climate control system, and more. Cena’s autograph can be found on the engine-bay firewall as well as the door jamb on the driver’s side.

Along the way, the MGC’s rear seat was ditched in favor of a custom interior mold that houses a 10-inch Rockford Fosgate subwoofer and a 1000-watt amplifier to jam your favorite tunes over Bluetooth.

And if you, like us, are still wondering how 6-foot-1-inch Cena could fit into such a tiny machine: The listing also mentions that a tilting steering column was fitted to the car. Even with the column, we have to imagine this was a pretty snug fit.

With three days left in the auction, bidding currently sits at $35,900 at the time of this writing. That’s within sniffing distance of a stock MGC GT’s #1 Concours condition value, which our data reveals to be $39,900. We’ll have to see at what final price this restomod Brit winds up at, but it’s safe to say that Cena’s ride would turn heads anywhere.

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When Subaru trotted out the fifth-generation WRX in late 2022, we were thrilled that one of the most economical avenues to daily-driven performance was back for another round. Then, things quieted a bit. The cladding-heavy look did not prove popular, even in the context of past WRXs that have never been style statements. First-drive reviews came out and the car left some drivers rather cold. (You can read our two takes here and here.) Will the new WRX TR sweeten the pot?

Maybe. Consider the arrival of the 2024 WRX TR a modest but earnest attempt to reignite the WRX’s scruffy, fast-and-loose persona that won it hoards of fans in decades prior. The TR will top the existing WRX lineup, bringing with it a host of upgrades that, on paper, should sharpen what many felt was the softest version of the car yet.

Opt for the TR and you’ll get new six-piston Brembo brakes up front, along with two-piston stoppers in the rear. There are larger pads and rotors all around, as well as a new, larger brake master cylinder. That hardware is shrouded in new TR-specific 19-inch wheels, painted satin grey and wrapped in 235/35 R19 Bridgestone Potenza S007 performance rubber.

Revised suspension features stiffer springs and revised dampers, along with a retuned steering rack, which Subaru says will “provide the WRX TR with better body control and steering response while maintaining ride quality.”

Inside, the sunroof has been removed in the interest of weight savings. Driver and passenger will enjoy Recaro seats with gray ultrasuede material contrasted by red stitching. This bit is pretty important to WRX fans, as it’s the first time for this current-gen car that Recaros have been offered in conjunction with a six-speed manual; previously, you could only get chairs like that in CVT-exclusive WRX GT. A wise move.

The WRX’s 2.4-liter turbocharged boxer motor doesn’t get any tweaks for the TR. Peak power remains 271 hp available at 5600 rpm. The boxer’s 258 lb-ft of peak torque is available from 2000–5200 rpm. Of course, Subaru’s full-time all-wheel-drive system is standard, and the WRX TR will only be offered with a manual transmission.

Also standard on the WRX TR—and offered for the first time on a Subaru with a manual transmission—is the brand’s EyeSight driver assistance technology, which offers convenient features such as adaptive cruise control, pre-collision braking, lane departure warning, and more. Pricing will be announced closer to the time of launch, says Subaru. Expect the WRX TR to arrive in dealers early next year.

This is not the first time a TR badge has graced the WRX lineup. Back in 2006, Subaru offered the WRX TR (TR then stood for “Tuner Ready”) as an even cheaper entry point for the WRX family. For $1000 less than the contemporary WRX’s asking price ($23,995), the TR came with all of the mechanical goodies that made the WRX special, albeit with unpainted mirror caps, cheaper seats, and a steering wheel absent any leather wrapping. Not so with this 2024 WRX TR, which sits at the top of the trim heap.

Automakers dredging up old badges to spark some interest in a model is not a new thing. While the TR badge might now signify the peak of a model range rather than the bottom, we’re just happy to see Subaru take steps to inject the WRX with a little more fizz—especially since our dearly beloved STI isn’t coming back.

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