BMW is refreshing its sporty smaller coupes with a “focus on digitalization.” The big news is BMW’s new iDrive 8.5 with QuickSelect: It operates the interface on the curved 12.3-inch Information Display and 14.9-inch Control Display, and that now means fewer buttons and knobs—climate control, seat heating functionality, and optional steering wheel heating all use the touch-screen Control Display or voice commands using BMW Intelligent Personal Assistant.

BMW says that its Operating System 8.5 allows interaction with the driver using natural language via said Intelligent Personal Assistant. Both the Information Display and the Control Display are highly configurable, and QuickSelect shortcuts can keep frequently used menus in easy view, without delving deeper into submenus. Also helping to keep the driver focused on the road, the full-color BMW Head-Up Display works with the navigation system and is supplemented by the Augmented View function to deliver real-time information like directional arrows.

Aside from the tech that makes more thorough use of the large screens, 2025 BMW 230i models come standard with heated sports seats for the driver and front passenger, and offer a choice of four colors of perforated SensaTec upholstery, including new Tacora Red, along with four colors of Vernasca leather. M Fine Brushed Aluminum trim is now standard in M240i models, with two options for open-pore wood trim available on all 2 Series Coupes. Carbon Fiber trim is optional as well, but only on M240i models.

230i buyers can opt for the M Sport Package, which comes standard on M240i models. It brings front air intakes, side skirts, and a rear apron with a “diffuser-like” insert. Inside, it replaces the new two-spoke steering wheel with the new M leather steering wheel that comes standard on M240i. The M wheel is distinguished by its flat bottom, red center marker, and BMW M tricolor contrast stitching. Additionally, an M Sport Professional Package is available on all BMW 2 Series Coupes. It adds M Shadow Line lights, a black M rear spoiler, and Extended Shadowline trim to compliment M Sport brakes. Those brakes are already standard on M240i models, but they’ll get red calipers. 230i models equipped with the M Sport Professional Package can also opt for red or blue calipers.

Two new metallic paint colors are available for 2025 2 Series Coupes, Vegas Red and Skyscraper Grey, while two BMW Individual metallic finishes, Frozen Pure Grey, and Frozen Portimao Blue II, are also available. Zandvoort Blue, previously exclusive to the M2, can now be selected on the M240i.

2025 230i models are powered by a turbocharged 2.0-liter four-cylinder that produces 255hp and 296lb-ft of torque, a 14hp improvement over its predecessor. The M240i models use a turbocharged 3.0-liter inline-six that cranks out 382hp and 369lb-ft of torque, equalling the output of the current M240i models.

The base MSRP for the 2025 BMW 230i, including destination, will be $40,375, with the M240i starting at $51,275. Adding xDrive all-wheel-drive to either model will cost $2000. The new BMW 2 Series Coupe will be built in San Luis Potosí, Mexico, and should arrive at dealerships starting this August.

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Willow Springs International Raceway, located about 60 miles north of Los Angeles in Kern County, California, has hosted almost every type of road race since it opened in 1953. Everything from Can-Am and Trans Am to go-karts and Spec Miatas have plotted for position and hustled around the seven tracks at the facility. Bill Huth purchased the site in 1962 and it has been in the Huth family ever since. Now, nine years after Bill Huth’s passing, the family is offering up the race facility and its several tracks to the highest bidder.

The facility at Willow Springs is famous for its fast, sweeping, 2.5-mile “Big Willow” race track, also known as “The Fastest Road in the West.” The course wraps up the side of a hill and back down, creating elevation changes that keep the course interesting. The quick turn eight, followed by the decreasing-radius turn nine that leads onto the front straight, has bruised plenty of egos and wrinkled multiple fenders. It remains a racer favorite.

The facility is more than the main road course, however. Street of Willow is another fun, challenging track that is smaller and tighter. It was added to the facility in 1988. Horse Thief Mile, perched further up the hill, was added in 2003. Two oval tracks, dirt and paved, a kart track, and a pair of skid pads that can be used as an autocross track are also located on the 600-acre property along with paddocks, a restaurant, and several restrooms.

With all of those facilities and its proximity to Los Angeles, it’s no surprise that Willow Springs has been a favorite location for many Southern California media outlets, including film production and automotive testing for magazines and award-winning YouTube channels. There’s no asking price listed, and we have no idea what it would take to acquire such a big chunk of land and several tracks, but some of our favorite stories have come from our on-track experiences at Willow Springs. We hope that whoever buys the facility will manage it successfully and keep the fabulous tracks humming with events.

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The Ford Mustang II doesn’t get a lot of respect. They were born during an oil crisis and when they debuted as 1974 models, they did so without a V-8 engine option. Still, their styling, size, and fuel economy made them a sales success. While their ‘70s engines and suspensions don’t do them any favors when compared to more modern Mustangs, the underlying design is worth celebrating.

Brett Behrens used a fastback from the final year of Mustang II production, 1978, to show what could be done with a lot of vision and even more talented fabrication. Now in its second iteration, this custom street machine is up for sale at Mecum’s Tulsa Auction set for June 8.

The custom build, handled by A-Team Racing in Bend, Oregon, used a C6 Chevrolet Corvette suspension front and rear, a totally custom interior, a host of body modifications, and a custom chassis. A 12-inch stretch to the wheelbase is the most striking change. It made a massive difference to the Mustang II’s troubled proportions, righting one of the most egregious wrongs in the car’s original design. The rear wheel opening was enlarged and looks like it was shifted back a bit, but most of the change came by coaxing the front wheel opening forward. The increased wheelbase drastically shortened the front overhang and had a huge impact on the car’s balance, as the engine is well behind the front spindles.

Despite plenty of custom bodywork, including new wheel openings and flares inspired by the fifth-gen Mustang, this ambitious custom still has the best bits of ‘70s style that the original Mustang II offered. The result is a purposeful stance that looks appropriate for a sporty car and it still works well 10 years after it was completed, not an easy task for a custom car this ambitious.

When this car was first built, it was painted Kona Blue and powered by a 6.8-liter Ford V-10, the kind you’d find in a Super Duty truck. The iron-block engine made a statement and although we never got to hear it driven in anger, it had to make a unique sound as it produced just shy of 400 horsepower. This version of the car is a more iconic Mustang color, Grabber Blue. We think it suits it nicely and better highlights all of the custom bodywork. The other welcome change is the switch to Coyote V-8 power. Yeah, the V-10 was interesting, but the Coyote is shorter, lighter, and more powerful. That’s tough to argue against.

We hope this car finds a new owner who will appreciate its interesting melding of Mustang styling trends and can inspire others to put some effort into rehabilitating some unloved classics, Mustang II or otherwise. It’s already got us thinking about how this sort of treatment could transform a Chevy Monza Spyder or even an AMC Gremlin. What other Malaise-era coupes would you consider?

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Tom Cotter made a stop by an old friend’s garage in Los Angeles for the latest installment of Barn Find Hunter. Cotter introduces us to Steve Beck, who owns some very cool cars of his own, but is also the caretaker for one of the earliest Shelby Cobras, which jazz legend Herbie Hancock purchased new and still owns.

Cotter, who has had the opportunity to meet Hancock and talk about their shared love of the powerful roadsters, tells the story of how the car was originally sold to Hancock when he was a young musician in New York City. Just the sixth Cobra ever built, its single-owner status means that Hancock has owned a Cobra longer than anyone else. Besides its famous owner and all of the great stories involving Hancock and other jazz legends, its early production status makes for a Cobra that is interesting on its own.

“This car is so early in production that it’s still very British,” says Beck. It was so early that it was built with a 260-cubic-inch Ford V-8, rather than a 289 as you might expect. The early Windsor engine, equipped with a solid-lifter cam, could be a leftover from the Mercury Comet’s overseas exploits in the 1964 East African Safari. The roadster’s amalgamation of American V-8 and British chassis is apparent when Beck pops the hood. The car’s brake and clutch master cylinder aren’t what you’d expect, and neither is the generator. Like its AC counterparts, this Cobra is positive ground and uses a Lucas generator.

Cotter and Beck look over some of the car’s early-production oddities and some of the accessories that have miraculously survived its long ownership. One of our favorite aspects of the car is its odometer, showing just over 30,000 miles. Rest assured, though, that this car served as Hancock’s daily driver for years, and that odometer has rolled over once. Hancock plans on that number to go up, as the car is destined to go to his grandson, keeping this Cobra and its interesting history in the family for years to come.

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Dodge is planning some new thrills for the ninth installment of its annual Roadkill Nights this summer. Once again, Woodward Avenue will be the venue for legally sanctioned drag racing as the Direct Connection Grudge Race pits six competitors against each other in fresh builds they should be wrapping up about now. Some of the biggest changes at the event will reflect recent shakeups at Dodge.

To highlight the company’s shift in powertrains, the Direct Connection Grudge Race competitors will all be using the HurriCrate, the crate engine version of the turbocharged 3.0-liter twin-turbo inline-six powering Ram, Jeep, and Dodge trucks, SUVs, and upcoming performance cars. This will also mark the first Roadkill Nights without Tim Kuniskis at Dodge’s helm. Kuniskis was instrumental in getting the grassroots event up and running and was fully behind the ambitious plan of drag racing on Woodward. Dodge seems to be in good hands, however, as Matt McAlear is at the reins and has big plans for the event.

“For nearly a decade Roadkill Nights has brought horsepower enthusiasts together for a celebration of performance like none other, and the 2024 event will add to the legacy of Dodge and MotorTrend’s horsepower circus,” said Matt McAlear, Dodge brand CEO. “In addition to drag racing and the Direct Connection Grudge Race, we have surprises in store this year that are sure to send a charge through all Roadkill Nights attendees.”

For more information on Roadkill Nights, and to track the Direct Connection Grudge Race competitors, visit DodgeGarage.com.

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Mazda hasn’t offered a car powered by a rotary engine since the last RX-8 ended production in 2012. The rotary engine’s impact on enthusiasts is so great that many still clamor for the chance to own another if one ever comes to fruition. Mazda’s latest news on the subject, from a joint press event with Toyota and Subaru, revealed that a sports car is under consideration. Still, it’s probably not the RX-7 successor we’ve been wishing for.

The two-rotor engine, placed perpendicularly between two sports car tires on the stage during Mazda’s rotary presentation, was not subtle. It pointed to a longitudinal, front-engine car as opposed to the transverse application currently in production in the MX-30 hybrid. It wasn’t just a hint: Mazda admitted that a sports car application was a possibility. Then, when asked directly by CarScoops, a Mazda spokesperson gave this nebulous answer, “There are various issues that need to be addressed, including emissions compliance, before it can be marketed. We believe that the first priority is to clear the technical hurdles. Once that is done, various things will become a reality.”

Ah, yes, “various things.” That’s settles it. While there’s not much to go on, we’re still happy about the possibility of a rotary-powered sports car becoming a reality. That reality might not be ideal, however.

Rotary engines offer plenty of benefits that make them a great choice for a sports car: they’re light, compact, and use fewer moving parts than a comparable piston engine. Because they don’t have reciprocating parts, they can more easily rev high and churn out a lot of power for their size. Sounds great, right? Unfortunately, there are also a lot of downsides to the basic rotary design: they typically offer poor fuel economy, their emissions tend to be high, their apex seals take a tremendous beating, and they’re difficult to cool. As promised earlier this year, Mazda has a 36-engineer team dedicated to rotary engine development to combat those deficits.

One way that Mazda has been chipping away at emissions and fuel efficiency has been by eliminating direct human control of their operation. With the rotary engine decoupled from the driver, it can act as a generator for a hybrid powertrain and operate only under the most efficient conditions. That is a great use for a power-dense engine, but it doesn’t scratch the itch in a sports car like it did in the RX-7. Take a look around—nobody is planning a letter-writing campaign to get BMW to bring back the i8.

Mazda has been the only automaker dedicated to rotary engines, and perhaps it’s found the right niche for them as compact generators for hybrids. The performance metrics and the technology might be impressive in a hybrid sports car application, and we’d be glad to see something with the Iconic SP’s lines make it to production. But will Mazda still be able to cash in on the nostalgia if the driver isn’t the one in command of the potent rotary engine?

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California has passed SB 301, legislation introduced by State Senator Anthony Portantino (D-Burbank), which earmarked at least $2,000,000 from the state’s clean vehicle rebate program to be available to EV conversions rather than new vehicle sales. When proposed, the legislation planned on offering up to $2000 per vehicle for those converting gas- and diesel-powered vehicles into zero-emissions vehicles (ZEVs). The current bill, as amended and passed by the legislature, now offers up to $4,000 per vehicle.

The SEMA Action Network supported the bill, toting its benefits to small businesses. “Governor Newsom has the opportunity to create new jobs and support small businesses by signing SB 301 into law,” said Christian Robinson, SEMA’s senior director of state government affairs and grassroots. “This bill will also help California reduce emissions and make zero-emissions vehicle conversions more accessible to all residents. SEMA urges the Governor to recognize the tremendous benefits SB 301 brings to the Golden State and sign it into law.”

We spoke to Michael Bream, EV land speed racer and owner of EV West, an EV conversion company, about his thoughts on SB 301. He was grateful that SEMA and the California legislature had put some effort into incentivizing these DIY conversions, noting that small businesses and builders with smaller budgets will be able to benefit. “All these incentives were aimed at traditional automakers,” said Bream, referencing the rebates for new-car sales. He felt that the move would spur more hands-on involvement in EV swaps, noting that SEMA’s influence was a big part of the legislation. “I can speak for most of the conversion shops, we’re all grassroots people,” said Bream. “The DIY industry isn’t large enough to have a lobby.”

Bream sees EV conversions as an opportunity to give vintage vehicles with lackluster powerplants a new lease on life and make them viable once again. Not every vintage car is a fire-breathing muscle car or low-slung exotic. Many run-of-the-mill utility vehicles would benefit from an EV conversion, such as Bream’s own VW Bus, which can now keep up with traffic.

Putting modern components into classic cars is nothing new, and there are plenty of EV motors and batteries in salvage yards that can lead a second life. “The time, effort, and engineering that goes into a modern car is immense,” said Bream. Putting those complex and well-crafted parts into new vehicles without breaking them down into their components for scrap is often the best use for them. Remember, hot-rodders were recycling before recycling was cool.

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Dr. Karl E. Peace, a biostatistician, author, and philanthropist who has worked in public health for decades, has donated his 32-car collection to benefit Georgia Southern University. One of Dr. Peace’s previous contributions, an endowment in honor of his late wife, Dr. Jiann-Ping Hsu, allowed the university to establish a college of public health in her name.

Hagerty Marketplace is hosting the auction of The Dr. Karl Peace & Georgia Southern University Collection, the majority of which are Studebakers.

We can’t remember the last time we saw so many of South Bend’s finest under one roof. While there are a couple of post-Studebaker Avantis, a Chevy, a Buick, a Mercury, and a couple of Fords among the collection up for sale, let’s take a look at some of our favorite Studebakers that we’ll be paying particularly close attention to as the auctions come to a close starting on June 11.

1953 Studebaker Champion Regal Starliner

The 1953 model year marked the first year of the low, sleek Starliner coupes, penned by Robert Bourke at Studebaker’s design studio, which was headed by the legendary Raymond Loewy. Studebaker coupes of this era are a favorite among land speed racers because they perform much better than their peers, and it’s easy to see why: Their streamlined shapes were unlike anything else on the road. Later Studebaker Hawk variations expanded on the theme with fins and extra trim—we’ll be highlighting some of those as well—but the original Starliner is one of the best iterations and proves that sometimes less is more.

1957 Studebaker Golden Hawk

Studebaker’s most powerful and prestigious model at the time, the Golden Hawk debuted in 1956 with 352 cubic inches of Packard V-8 power, showing the fruits of the brand’s merger with Packard two years prior. For 1957, a Studebaker 289 replaced the larger Packard mill, but the output was the same 275 horsepower as before thanks to a centrifugal supercharger. These luxurious winged coupes are a rare treat, and because a 1956 model participated in the famed Mille Miglia, this one in particular could also be eligible for entry, adding another reason why a collector might see this Golden Hawk as the prize of Dr. Peace’s collection.

1960 Studebaker Champ Pickup

Studebaker didn’t have the deep pockets of its Big Three rivals, so it had to get creative in the late ‘50s when the brand needed to replace its aging pickup truck line that had been in service since 1949. Using the same chassis and stepside bed as its previous light-duty pickup, Studebaker cobbled a truck cab together by shortening a Lark sedan. We’ve gotta say, for something built on a shoestring budget, the styling works pretty well. 1960 marked the final year of a 170 inline-six as a flathead; it got an overhead-valve cylinder head in 1961. These pickups are a rare sight and would likely gather quite a crowd at any car show. Combine that with its fantastic gold paint and this one was an easy pick for our list.

1962 Studebaker Gran Turismo Hawk

The Gran Gurismo Hawk represented the final evolution of the sleek Starliner coupe into a more formal and stately touring car. The prominent grille might be a bit brash, but the new greenhouse gave the Gran Tursimo Hawk an all-new profile that matched its more upscale ambition. Inside, a plush interior kept up the theme. This one is powered by a 289 V-8 and a three-speed manual. Membership to the Brown Car Appreciation Society is complimentary.

1964 Studebaker Avanti

Plenty of Studebaker’s designs were vastly different from anything else on the market, yet we can’t help but think that the Avanti was perhaps the most ambitious effort the brand ever made. Its sleek fiberglass body is unmistakable. Studebaker-produced Avanti models were powered by 289-cubic-inch Studebaker V-8s, some with optional Paxton superchargers like the Golden Hawk. This one is naturally aspirated and backed by a four-speed manual transmission. Finished in blue over a blue and white interior, this example looks fantastic in photos, although a few mechanical and cosmetic issues need sorting out. It’s still a well-preserved example of a sporty personal luxury car bursting with style.

1964 Studebaker Daytona Convertible

Like the Champ pickup we mentioned previously, the Daytona used a lot of the mechanical underpinnings of its predecessor. In this case, that was the compact Lark, the same car that served as the basis of the Champ. Renowned designer Brooks Stevens was responsible for completely redesigning the Daytona to compete with rivals like the Dodge Dart, Chevy Nova, and Ford Falcon. We’d say he succeeded, as the lines look clean and sharp, even today. Just 416 Daytona convertibles were built in South Bend before production moved to Ontario, so this represents one of the last U.S.-built Studebakers in the company’s history.

There are plenty of other Studebakers in the Dr. Karl Peace & Georgia Southern University collection—plus the odd Chevy, Ford, and Buick. If you’ve got room in your collection for a bit of American car history outside of the Big Three, then you might consider one of South Bend’s stylish alternatives and help Georgia Southern University in the process.

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Spy shots show that Ford is filling an important, potentially lucrative missing piece in the Maverick lineup: A hybrid, AWD variant of the compact truck. Photographers captured a 2025 Maverick Lariat with a new grille treatment and the telltale rear suspension of the AWD model and conspicuous “AWD” and “Hybrid” emblems on the tailgate.

Introduced in 2021 as a 2022 model and based on the same underpinnings as the Bronco Sport and Escape, the Maverick was a sales success out of the gate. Ford moved just over 74,000 units in its first full calendar year and backed it up with 94,000 sales in 2023. Maverick is on pace for its best year yet, with 39,000 sales in the first quarter of 2024, half of which were hybrids.

Ford’s unibody mini pickup has proven to be a winning combination of design and packaging. It gives buyers a lot of utility in a relatively compact footprint, with the choice of a capable AWD model or a fuel-sipping FWD hybrid.

In addition to the new drivetrain news, this is the first look we’ve had at an uncovered Maverick sporting this grille, as previous shots have shown body-color accents and newly available fog lights. This front end is more in line with the rest of the Ford truck family, resembling the current F-150 and Ranger.

Another bit of information we can glean from the photos comes from a peek inside. A larger screen seems to match the 13.2-inch landscape display available on the Escape and the Mustang.

Though the Maverick doesn’t seem to need any help to maintain its continued success, these upgrades look to only sweeten the deal. More tech, a more Ford-family look, and the hybrid/AWD combination are poised to offer another, more capable tier for buyers flocking to the still-evolving small truck segment.

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A patent secured by GM Global Technology Operations LLC and published on May 16, 2024, hints that GM is developing a clutch for use on some of its future electric vehicles. The patent describes a method of operating a vehicle’s clutch using an actuator device that relies on measuring fluid pressure to determine the position of the piston within the actuator. The writing is naturally very technical and dense, but we think we’ve managed to parse out the important bits.

Some outlets have speculated that this patent means GM is planning three-pedal EVs so that drivers can shift their own gears. Nothing in the patent document suggests that. On the contrary, the patent includes several inputs for the clutch operation and the driver is only one of them. There’s no mention of a clutch pedal whatsoever.

There are a lot of applications within GM’s current and future EV portfolio for which this patent makes plenty of sense. Permanent magnet electric motors, like the ones GM is currently using on the GMC Hummer EV, Silverado EV, and Cadillac Lyriq, are quite efficient and power-dense. Their drawback is that they don’t allow a vehicle to coast freely when directly linked to the transmission, as the design inherently creates more drag than an induction motor. This patent suggests that GM hopes to use an electronically actuated clutch to decouple the electric motor from a transmission when it’s not needed. The clutch system could link the motor to the transmission for accelerating, decouple for coasting, and reengage for regenerative braking, reducing drag and increasing range. It could also enable the use of multiple gears, similar to the Porsche Taycan’s two-speed gearbox, though how the driver would initiate a shift remains unknown.

Just like in an ICE vehicle, improving EV efficiency can have benefits for the manufacturer and the consumer. We hope that this patent leads to EVs that go further every charge or perhaps go the same distance but with lighter, less expensive battery packs.

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Racing at El Mirage is not much of a spectator sport. The 1.3-mile course is in the middle of the Southern California desert at an elevation of about half a mile. It’s not difficult to get to, but the scenery is exactly what you’d expect of a dry lake, and so are the concession options. That’s all to say that the racers are in it for the racing, not the glory.

Despite that, the engine-building duo of Pete Aardema and Kevin Braun, along with driver Cal Rothe, deserve lots of praise. They won the 2023 championship at El Mirage by setting records—and running at least 225 mph—at every meet. This year’s racing is also going well for the team, who just set a 244-mph record running their streamliner with the 920-horsepower V-12 they built pretty much from scratch. You can read all about that engine in a story we wrote back in 2021 when it was just wrapping up development.

After Aardema made it back from the lake bed, we congratulated the team and asked what was next for the car. “It’s really not a good streamliner,” Aardema said, noting that the car’s original lakester layout required wide bodywork to cover the front wheels and convert it to a streamliner. They note in the video that the bodywork didn’t help increase the speed over a previous run when it competed as a lakester. That’s fine though, as it was enough to get the C/GS record. Nitrous is on the menu for the next trip to El Mirage. The car will be converted back into a lakester when it runs next at Bonneville Speed Week this August.

While we love the 369-cubic inch V-12 and the glorious noise it makes, we’re also excited to see the next powerplant Aardeman and Braun have in store for the lakester. We don’t need any more reasons to make it to Bonneville, but in case you did, the team is currently working on a four-valve big-block Chevy engine for Speed Week. We can practically hear it tearing across the salt already.

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Cadillac’s beautiful, sleek LMDh race car has been tearing up the track at endurance events around the globe, racking up plenty of podium finishes since its racing debut in 2023. While the car’s cutting-edge design is gorgeous, many of us at Hagerty wanted to know what was behind its blistering performance, so we sought some background information on its rowdy V-8 powerplant.

We got to speak with Adam Trojanek, the lead propulsion engineer for Cadillac’s LMDh (Le Mans Daytona hybrid) entry about the development of the LMC55.R V-8. Without revealing too many secrets, he shed some light on the engine and the team’s decision-making process as the raucous V-8 came together.

Trojanek has spent his entire automotive career with GM, taking a job on the performance small-block V-8 calibration team after getting a bachelor’s degree from Kettering University. After that, he spent four years as a program specialist on Chevrolet’s IndyCar team, before rotating into a role in engineering for production engines, where he led the small-block development team on the dyno. Back in racing once again, Trojanek put his V-8 expertise into the unique dual-overhead-cam 5.5-liter V-8 that provides the performance and soundtrack for Cadillac’s successful endurance racer.

The first thing we got out of the way is that the LMC55.R isn’t the same V-8 used in the Corvette C8.R. “The only thing that we share with the GT3 motor is the fact that it’s 5.5 liters in displacement,” noted Trojanek. The deeper you dive in, the more you’ll find to back up that sentiment.

“For this LMDh/GTP car and for the hypercar rules we live under . . . we all have to meet a specific power band that’s based off a declared maximum engine speed that we refer to as an nMax,” said Trojanek. The race series measures that power using torque sensors on the axle. The propulsion development team had to keep in mind that the engine would have a hybrid assist, but Trojanek and the rest of the team wanted the engine to be able to provide the necessary power on its own so that the driver could count on the output, “regardless of ambient condition and regardless of fuel strategy.”

Cadillac’s race entry didn’t turn out to be a naturally aspirated V-8 by accident—many options were on the table. Cadillac’s competitors use turbocharged V-8s and turbocharged V-6s with less displacement, but the engine had to be true to the brand. “The engine is easily identified as a Cadillac . . . the best way to do that is how it sounds,” said Trojanek. That made the decision for a naturally aspirated V-8 easy, but they still had to make it perform at a high level.

“One benefit, for sure, is that we have no turbo lag,” explained Trojanek. “That’s one reason why we didn’t go with turbos—because we knew that whatever the driver wanted, it would be there, instantly, or nearly instantly, compared to a turbo.” Of course, a turbocharger also means more moving parts, more plumbing, more weight, and additional cooling demands. Rather than worry about all that extra mass, packaging it, and tuning the right boost curve, the Cadillac team could spend time improving other aspects of the car.

“I think the propulsion system allows every OEM, including Cadillac, to make a unique experience for fans and for drivers. It’s turning into a kind of software war in terms of how we control the propulsion system to meet what the drivers request and need.”

—Adam Trojanek, Cadillac LMDh Lead Propulsion Engineer

“There are always opportunities to find more power and more efficiency with a new engine versus something that is already homologated,” said Trojanek. “We took advantage of that.” The team focused on ways to increase combustion efficiency and reduce frictional and pumping loss. One way to eke out extra efficiency is by squeezing the intake charge using a high compression ratio. An efficient combustion chamber is a must, and direct injection is another big factor that helps sustain a higher compression ratio. We asked about the specifics of the compression ratio. “I can’t say, sorry. It’s high,” Trojanek added with a laugh.

Variable-length runners and swapping intakes based on track configuration are not allowed, so tuning the intake was critical. “ITBs (individual throttle bodies) are a good choice for a naturally aspirated engine just in terms of allowing good throttle response. They also allow you to tune as you see fit for the ultimate power curve, as well as allowing good low-end response for transient conditions getting off the corner,” said Trojanek. ITBs let each intake runner breathe from the atmosphere, and placing the throttle bodies close to the cylinder head improves throttle response. If you’ve ever driven a car with a huge intake, like a tunnel ram with a lot of plenum volume, these things are the opposite. Because it’s at the top of the engine, any additional mass in the intake would raise the center of gravity, so engineers went through a lot of work to ensure the intake system was as light as possible, while still being durable.

“What we call ‘pens down’ in terms of we’re snapping the chalk line,” Trojanek said, was mid/late 2021. That’s when they started building the parts they’d been designing. “Our first engine was running on the dyno in Q1 of 2022.” That’s a fast turnaround. “We had about a year of in-vehicle and on-dyno development before homologation during Q4 of 2022.”

Trojanek said the engine is a structural member of the car. “That drove us to utilize a lot of advanced materials and design practices so that we could be as light as possible but as strong as possible while also maintaining durability and reliability for the engine, since it is an endurance series,” said Trojanek. “‘To finish first, you must first finish’ that’s always the mindset.”

He told us that the engineering team tried to limit how many times a component was split into multiple components. That helps with strength and weight, and it can also reduce the number of fasteners needed. Every bolt is added mass, and a bolt can’t work itself loose if it’s not there in the first place. The team employed that mindset on construction throughout the car, but the biggest pieces of the engine are an excellent example. The top half of the block is cast from a high-strength aluminum alloy, but the sump half is billet, machined from a single piece of aluminum. The block and sump are machined together, as a matched pair, with the bottom billet piece carrying the main caps and acting as a main girdle to add rigidity to the bottom end of the V-8.

Other ways of minimizing mass included employing the best methods of 3D printing currently available. “That really allowed us to explore different materials that might not be available outside of additive manufacturing,” said Trojanek. Nearly 30 parts designed for the engine are built using additive manufacturing, including the oil tank and the oil cooler shell both printed in sintered aluminum. Some of the parts 3D printed for the cooling system would be very difficult to fabricate using traditional methods while also minimizing flow restriction within the packaging constraints of the engine bay. In many cases, 3D printing is quicker and also produces a lighter part.

“We knew the goal we had to hit, we knew the timeline to get the job done, and we pushed like mad until we got there.”

—Adam Trojanek, Cadillac LMDh Lead Propulsion Engineer

The team also did its homework when building the engine’s dry-sump oiling system. “We drew upon a lot of our other GM racing engines and families to help guide us in the latest and greatest technology that was on the market,” Trojanek said. “We ended up with a configuration that offered that best pumping efficiency, scavenging efficiency, and was also the lightest-weight option on the market at the time.” The dry sump scavenges oil from six locations in the engine: one in each bay of the block that houses a pair of cylinders, with two additional pumps that pull oil from elsewhere in the engine. Trojanek wouldn’t say specifically, but it’s important that oil pumped to the top end of the engine makes its way to get recirculated, so you can guess that it’s from either the cylinder heads or somewhere in the valley of the block. “We use DLC (diamond-like coating) on various components to help with wear, but it’s not as much as people would think,” Trojanek said. “The engine is very reliable and has good wear, because we did our work ahead of time to make sure that we didn’t necessarily need the DLC.”

Besides a high-speed flyby, the best way to experience the Cadillac V-8’s signature sounds is to hear it leaving the pits. “We have a strong enough electric motor to give us, honestly, really good 0–60 times,” noted Trojanek. When he says 0–60, he’s talking kilometers per hour, as 60 kph is the pit lane speed, governed by the series. Time spent getting up to the max pit lane speed is wasted, and penalties for exceeding the limit can also cost the team. Cadillac’s strategy seeks to eliminate those inefficiencies. “We can achieve that quicker, smoother, with the appropriate amount of energy to the tire to get up to speed, a lot more accurately than we can by slipping the clutch in an ICE engine.” Once the car leaves pit lane, an electronically controlled clutch manages the blend to internal combustion power. That’s when the engine snorts to life.

The results speak for themselves. “Everyone recognizes the Cadillac sound,” said Trojanek, especially the characteristic roar it makes as it leaves pit lane under EV power and fires up the V-8 in an instant.” It’s won the hearts of many, and terrified some,” he joked.

We asked Trojanek if the team experimented with different exhaust configurations besides the four-into-one arrangement that made it onto the car. “You look at how small our headers are and the exhaust system as a whole. To fit a Tri-Y into that added unnecessary mass. We didn’t really need it to make the power or the torque curve. In terms of efficiency, it was kind of negligible. The four-into-one is what suits us best,” Trojanek said.

GM’s host of engine development tools enabled engineers to simulate exhaust tubing lengths to try exhaust options virtually before any actual tubing was bent, or printed, in this case. Each of the collectors is made from 3D-printed Inconel. There weren’t any surprises turning the combustion calculations into a high-flowing reality.

We asked Trojanek if Cadillac’s engineers placed any Easter Eggs into its parts, like logos or emblems hidden in castings. “No, we talked about it, but I think we were just so focused on making sure that all the performance metrics were met.” Casting a Cadillac logo into parts was a topic of discussion. When you’re sweating fastener size and fastener material looking for every gram you can, it’s tough to justify extra aluminum mass that’s not making the car any faster. “The exhaust is our easter egg!” Trojanek joked.

We also asked about any nicknames the engine or car had during development. He won’t outright say that the engineers nicknamed the prototypes “Batmobile,” but Trojanek did admit that the test cars were black and the propulsion system software that powers the cars has a customizable background where the engineers have placed an image of a very recognizable 1990s movie car. If a buttoned-up Bruce Wayne drove a CT5-V Blackwing, it’s not a stretch to imagine the Caped Crusader prowling Gotham in Cadillac’s sleek, low-slung race car.

Cadillac put its bespoke V-8 to good use in 2023, capturing the team and manufacturer championships in IMSA GTP/DPi. The 2024 racing season is going well, too, as Cadillac is tied for first early in the IMSA WeatherTech SportsCar Championship season.

You can see the cars in action on track and hear that famous Cadillac V-8 sound all around the world, but you can also bring it into your living room with the documentary No Perfect Formula, which premieres May 31 at 7 p.m. ET and takes a look at the team’s 2023 Le Mans effort. You can find it on the Hagerty channel #2545 on the Samsung TV Plus app on Samsung Smart TVs, Galaxy Devices, and on the web. If you’d like to watch it on any other device, you will also find it on Hagerty’s Facebook page.

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On May 21, 1901, Connecticut enacted the first motor vehicle speed limit in the United States. The law passed the State General Assembly after its initial plan to curtail speed was loosened a bit to allow travel at 12 mph in cities and 15 mph on more rural routes. Anxious drivers have been looking in their mirrors ever since.

There were earlier punishments for speeding, even before specific limits were in place. The History Channel’s website on the new law notes that Jacob German was the first motorist to be arrested for driving too fast. The brief front-page story in The Brooklyn Daily Eagle was published exactly two years prior, on May 21, 1899. According to the story, German was observed driving at “break neck speed” and was pursued as he made his way in his electric taxi cab from Lexington Avenue onto 23rd Street in Manhattan. The police officer was able to apprehend German while on his bicycle, clocking the speeding lunatic at a blistering 12 mph. That was considered fast at the time and would be remarkably fast for Manhattan today, now that we think about it.

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On June 1,  Tim Kuniskis will step down from his position as CEO of Dodge and Ram, ending a 32-year career with Chrysler/FCA/Stellantis. His time with Stellantis began in sales and distribution in 1992. He worked up the ranks until he became the head of Fiat in North America in 2011. In 2013, he took up the reins at Dodge.

During his tenure at Dodge, Kuniskis greenlit some of the brand’s most famous muscle cars. He’s best known for putting the supercharged Hellcat V-8 into just about every platform it would fit: The Challenger, Charger, Grand Cherokee, Durango, and Ram 1500 each received versions of the Hellcat, and they were all better for it. As if 707 horsepower wasn’t enough, Kuniskis also pushed for two iterations of the Demon. The performance car world was abuzz for weeks when the Demon launched, as its outrageous drag race performance punched way above its price range. Not every auto exec would have the guts to suggest a drag-ready car with more than 1000 hp and a trans brake, let alone build one.

The many Hellcat variants democratized high-power performance, but it wasn’t just massive powerplants that came to define Kuniskis’ tenure. The constant changes to trim and powertrain kept the rest of the Challenger and Charger fresh over a long lifespan, and Kuniskis deserves a lot of the credit.

The departure of such a respected figurehead means there are some well-worn race shoes to fill at both Ram and Dodge. Christine Feuell, the current head of Chrysler, will be adding the role of Ram CEO. Matt McAlear, the current senior vice president of Dodge and SRT global marketing, will be the new CEO of Dodge.

“I want to take the opportunity to warmly thank Tim for his passion, commitment, and contributions to Stellantis and in defining the vision of the future electrified Ram and Dodge brands. I wish him well in his retirement,” said Stellantis CEO Carlos Tavares. “I am confident that Chris will continue the work of Tim in leading the iconic Ram brand. Matt will bring a fresh perspective while continuing to draw on the heritage of our iconic Dodge brand and leading the transition of the brand toward a sustainable future.” 

Stellantis is turning a corner and leaving the Hellcat era behind. We wish Feuell and McAlear well as they carry the torch for the Mopar faithful during the transition. The future looks promising, and we’re fans of the Hurricane engines replacing the Hemi V-8. Still, Kuniskis and the V-8s he championed will be a hard act to follow. He’s the kind of enthusiast you’d want in charge of your favorite brand. We wish him the best in retirement.

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Although it has spread around the world, the culture surrounding highly customized and personalized lowriders began in Southern California. It’s only fitting that the Petersen Automotive Museum, the premier automotive museum in Los Angeles, pays homage to the vivid paint, ornate engraving, and luxurious interiors of lowriders. Best in Low: Lowrider Icons of the Street and Show, a wonderfully curated exhibit, takes up most of the museum’s ground floor as it spills into the lobby and into the parking structure. Bicycles, motorcycles, trucks, and more than a dozen cars were selected to showcase the spectrum of lowrider customization, and each of the vehicles is a brilliant representative.

“The lowrider displays are always a fan favorite, and we are excited to open the most comprehensive lowrider exhibit in the museum’s history,” said Petersen Automotive Museum executive director Terry L. Karges. “This exhibit celebrates the rich history of lowriders and will give visitors the opportunity to learn about their impact on the automotive world, the culture at large, and the history of car customization.”

This is not the first time the Petersen has highlighted lowriders, as several examples of the genre could be found in past exhibits celebrating a variety of custom styles, and the Vault also seemed always to have at least one piece of lowrider eye candy to explore. This current exhibit, however, is the first of its kind since the Petersen’s total renovation and reopening in December 2015. The scale of the exhibit, combined with the artwork and the information provided, makes for a stunning and intriguing display.

“This lowrider exhibit will be a new chapter exploring the craftsmanship of lowriders and the impact of this culture on the customization scene,” said Dr. Denise Sandoval, guest curator at the Petersen Automotive Museum. “We will also highlight the diversity of the culture through the region for the first time, including cars and motorcycles from Northern California, New Mexico, Texas, and Japan, as well as feature cars owned and worked on by women.”

The exhibit space is filled with the aforementioned cars, which each deserve several minutes of inspection to discover the extent of the craftsmanship, but it also includes information on the history of lowriders. At several points in the exhibit, videos go into detail to show how the various aspects of lowriders are created, including intricate engraving. Several artists contributed painted and airbrushed panels for Best in Low, and other lowrider art is spread throughout the displays.

Ever-changing, the Petersen Automotive Museum always offers a fresh experience, and this vibrant, ambitious new exhibit seems to be a hit already. Best in Low will be open through March 2025, and we highly encourage anyone in the Los Angeles area to visit the Miracle Mile and stop by the Petersen to take it all in.

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If you’re a fan of high-powered street cars or Pro Mod drag racing, then you’ve probably heard of Steve Morris Engines. If not, you might be surprised at the kind of horsepower that Morris and his team can coax out of a boosted big-block Chevy while still making it reliable for thousands of miles on the road. His latest YouTube video takes a look back at some of the channel’s dyno tests, and it’s interesting to see the power levels grow from 1500-hp centrifugal-supercharged 540s to 3000-hp twin-turbo Pro Mod setups and beyond. What’s even more fascinating is seeing that kind of power level making its way to street-driven cars that compete in drag-and-drive events across the country.

One of our favorite engines is the 3000-hp SMX V-8 Morris built for Tom Bailey for Drag Week. Morris designed and machined a billet block with water jackets to provide cooling on the 1000-mile street drive portion of the five-day event. It debuted in 2016 and had teething issues, but it powered Bailey to overall wins in the event in 2018 and 2019, where Bailey was also the first driver in Drag Week history to run a 5-second elapsed time. Morris shows an early version of the engine and then revisits it to explain its three-injectors-per-cylinder fuel system.

Morris also developed the V-16 for the Devel 16 hypercar. The car project might be dead in the water, but the quad-turbo V-16, which Morris developed based on Chevy LS architecture, was the real deal. You can see it in action churning out just over 5000 hp.

Although there are lots of little bits of engine info to pull from this compilation video, it’s mostly just a showcase of brutally powerful engines doing their thing on the dyno. If you’re a fan of high-horsepower V-8s—and one very impressive Lamborghini V-10—you’re going to enjoy it. Be warned, though, you may have the urge to throw some turbos on your project car when you see the flat torque curves and ridiculous power output from these Morris engines.

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The Friends of Laguna Seca, the nonprofit organization tasked with managing the historic Monterey County racetrack, has named Lauri Eberhart as CEO. Eberhart has a long history of motorsports management, including running Charlotte Motor Speedway. She began her motorsports career as an assistant to Michigan International Speedway’s public relations director when she was still in high school.
 
“Lauri brings a wealth of legal, sports, and entertainment industry experience and expertise to FLS,” said Ross Merrill, president of Friends of Laguna Seca. “Her skillset melds perfectly with our existing resources and partnerships as we step into the long-term concession at the Laguna Seca Recreation Area. FLS is extremely excited to welcome Lauri to our team.”

We spoke with Eberhart about her new role and how she and the rest of the Friends of Laguna Seca hope to reestablish the speedway. Eberhart, who currently lives in Charlotte, North Carolina, “right in the heart of NASCAR Country” as she put it, will soon be moving west. “With this type of job, and with the plans that the Friends have with the facility, you need boots on the ground,” said Eberhart.

“From my first interaction with Lauri it was obvious that she shared our passion and vision for the future of Laguna Seca,” said Bruce Canepa, vice president, Friends of Laguna Seca. “Her background includes a wealth of motorsports experience that will lead us to a greatly improved Laguna Seca that will benefit the community, motorsports, and fans.”

“To go to one of the most beautiful places in the country and run a speedway is really an exciting project,” said Eberhart. “The Friends of Laguna Seca is looking to restore, revitalize, and reinvent the raceway, and work with the community so that everybody can take pride in what’s happening at Laguna Seca,” she said. That three-pronged strategy first involves restoration, which means making up for years of deferred maintenance and lack of investment. Phase two of the plan is revitalizing the space by improving some of the basic infrastructure, like parking and hospitality. “I want to see Laguna Seca, the physical structure and the infrastructure of the facility, be the showcase that it is, on the international stage,” said Eberhart.

The final phase will be reinventing the space by expanding the venue’s appeal and modernizing the track’s business model based on what the community wants to see there. Eberhart said that when the time comes to design the new construction, the community will be involved and that modern sports facilities like professional football stadiums or ballparks might be considered for inspiration. “We also have to take inspiration from the local community,” said Eberhart. “There’s a certain vibe in Monterey. There’s a certain personality. We have to be mindful that we’re incorporating those real, native assets of the raceway itself.”

With the recent litigation in its rearview, Friends of Laguna Seca sees a promising future as the locals sense a positive shift in momentum. “I’m feeling a lot of love from the local community for this project and for the vision that Friends of Laguna Seca have for the raceway,” said Eberhart.
 
“Laguna Seca is one of America’s most historic race circuits. I am excited and honored by this once-in-a-lifetime opportunity to lead the charge as Friends of Laguna Seca reimagines and reconstructs this incredible raceway to begin a new chapter,” said Eberhart. “I look forward to partnering with our neighbors, the greater community, the raceway staff, and Monterey County to ensure the raceway’s success benefits the community and the entire racing world for decades to come.”

As fans of motorsports in general and Laguna Seca in particular, we’re excited to see the historic facility get this much-needed attention from a team led by such an accomplished motorsports executive. We’re looking forward to seeing the next evolution of Laguna Seca unfold.

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Placing a value on a car can be relatively straightforward when there are plenty of data points and everyone knows exactly what’s on offer. Let’s take one of the most popular collector cars as an example. Ford built a million 1965-1966 Mustangs. Their production is well documented. We know what they looked like when they rolled off the assembly line, and they sell every day. Plotting the data will reveal that certain body styles, options, and even colors impact prices. Valuing rare cars can be more difficult, but people still know a Lamborghini Miura when they see one, and can research what it’s worth based on specs and condition. Hot rods, however, are another animal entirely.

The factory lines, proportions, and drivetrain are only a starting point for hot rods. Countless details are reworked in ways that are subtle and sometimes unique. Original components are often outright discarded. With all the variables in each and every hot rod, how can one possibly figure out how much one is worth?

To help us sort things out, we spoke with Terry Karges, Director of the Petersen Automotive Museum, via phone. We also visited Bruce Meyer, one of the nation’s top sports car and hot rod collectors, who wrote the book on ’32 Ford hot rods based on his own extensive collection.

Karges explained how difficult it can be to even begin to put a price tag on a custom-built car. “Hot rods are one-off creations,” said Karges. “You’ve got old-school T-buckets, Brizio hot rods that are the cleanest of the clean, and Ringbrothers builds that are wildly imaginative.” They all fall under the banner of “hot rod”, but each bring with them different qualities.

Provenance

Just like any other modified performance machine, a hot rod’s build history, ownership lineage, and race pedigree all factor into its value. “Sophisticated buyers have their favorite builder,” Karges said. Some car builders have a few well-heeled repeat customers who have kept the lights on. Some buyers, like George Poteet, keep going back to the same couple of high-end shops and have multiple irons in the fire at a time.

“I’m a huge fan of Roy Brizio.” Meyer explained, noting that when Roy Brizio builds a car the customer wants, he’ll also steer them to make choices that won’t spoil the overall aesthetic. “I’ve been involved with a lot of hot rods. So few of them really run down the road right. With Brizio, it’s gonna run down the road right.” A builder’s reputation, then, carries weight.

So does a major award. There are more than 30 major hot rod shows across the nation each year, including the Detroit Autorama and the Grand National Roadster Show that crown the Ridler Award and America’s Most Beautiful Roadster, respectively. Any car that’s won an award with such discerning judges has got to have the basic proportions dialed in and have stellar build quality that stands out from the crowd. “Winning a show would always add value,” said Karges. “If you like a car, and it has provenance, and it was owned by a well-known collector or won a show, that certainly helps.”

The Look

Hot-rodding evolved from Southern California land-speed racing, as street cars emulated the chopped, fenderless race cars that plied the dry lakes of the high desert. Form followed function. Stripped-down, lowered cars built to reduce weight and drag can also look phenomenal. Enzo Ferrari famously said, “Race cars are neither beautiful nor ugly. They become beautiful when they win”. Bruce Meyer would disagree. As important as the car’s history, aesthetics play a major role in whether or not a car makes it into Meyer’s collection. “For me, the car has to look good,” Meyer said. “When I started doing this, back 30 years ago, hot rods were of no use to anybody. They weren’t a lot of money. I just went through Hot Rod Magazine and I picked out what I thought were the best-looking cars. That’s kind of how I started.”

Meyer found the cars that were considered noteworthy then, that also appealed to him when he was a kid, and tracked them down. “The most important thing to me is the aesthetic.” Meyer would often have owners trying to sell him cars that had been race winners, but contrary to Enzo’s words, they didn’t appeal on their race pedigree alone. They didn’t make the cut.

“The Greer, Black, Prudhomme dragster is one of the most famous in the world,” Meyer noted, alluding to its phenomenal win/loss record and launching the racing career of Don Prudhomme.  “It looked good in my eyes.” In a time of long, spindly dragsters with bodywork that was often an afterthought, the short (for a dragster) sculpted body, painted by Prudhomme himself, caught Meyer’s attention. After its restoration, the dragster served as a cackle car for years with its overbored Chrysler 392 Hemi and a reproduction of its signature scoop.

Restored vs. Preserved

Meyer’s current tilt toward preservation is penance for all the cars he modified in the 1980s. “I wanted everything red with a tan interior,” Meyer said. “I took a beautiful, original, 300SL gullwing, changed the color, and took out the original interior. It’s sad, but that’s what happened. Lately, if it can be saved, I save it. That’s the trend today.”

Just like their road-racing brethren, drag cars and land-speed cars were not held in much esteem when they were no longer competitive. Hot rods built for the street or for show often suffer from a similar fate. Years of neglect can mean extensive deterioration and a need for repairs, but that’s often the only option. Restoring a car with a long history of modifications can also bring a different set of challenges with hot rods. “You have to pick a point in time you restore a car to,” Meyer said “Like the McGee car. That car went from Bob McGee to Dick Stritchfield. Scritchfield was the founder of the LA Roadsters. He did more famous stuff with the car than McGee did, but McGee was on the cover of Hot Rod Magazine with the car in 1948, the first year of Hot Rod Magazine.” Meyer fell in love with the car as a kid. The early iteration, McGee’s vision for the car, struck him. “Then Stritchfield got it, put a Chevy in it, and put headers on it. It was probably in 10 movies. Then he took it to Bonneville and set a record.” When Meyer finally had the opportunity to buy the car, Stritchfield thought that it might get restored to its ‘50s Hollywood heyday. Instead, Meyer brought it back to its 1948 glory, as it was on Hot Rod’s cover.

Meyer has been asked why he didn’t restore CXS2001, the first Shelby Cobra, to how it was when it left Shelby’s Venice shop. Meyer likened the proposition of undoing all of the history of the car to turning the Doane Spencer Roadster or the McGee Roadster back into run-of-the-mill ’32 Fords with factory parts and proportions. “That’s what’s really important, finding that point in time and being true to it, said Meyer. “It’s got to be really good looking, owned by somebody great, done something great, important in the period, and then I restore it back to that moment in time.”

Meyer told us about another example of modifying a car that slightly deviates from his current philosophy. Bob Morris tried to buy the Doane Spencer car, but Doane had already planned on selling it to Meyer. Morris decided to build a gorgeous homage to the Doan Spencer car and spared no expense.

Years after it was built, Meyer purchased the car for himself. As fantastic as the car was, Meyer thought there were some improvements to be made. He explained that when looking at the car from the rear, the wheels stuck out a bit too much. “The wheels were just outboard, like outriggers. So we tucked them in a little bit. The exhaust system was nothing special, so we put a proper exhaust system on it. It needed stagger, so we left 15s on the front and put 17s on the back.” None of the changes were major. They weren’t permanent, “nobody would even know but me,” Meyer said. The modifications did come back to haunt Meyer, however. The Pebble Beach Concours d’Elegance had a class of Hot Rod Magazine “cover cars” in 2019. “I was so proud of what we did to that car, and I was telling the judges how we tweaked this and added a little. They said, ‘Bruce, we appreciate that, but we’re looking for original, as it was on the cover.’ I didn’t win a prize, for all the right reasons.”

Collecting vs. Investing

This was another topic where Meyer and Karges agreed. High-end custom builds can take a year or more and involve scores of talented craftsmen. “Is that car worth what it cost to build after it’s done? Probably not,” said Karges, referring to top-notch custom work. “People who have them built don’t plan on selling them.” Many of the vintage hot rod builds donated to the Petersen Museum collection come from estates after the owner has passed.

“Hot rods, generally, have not been a great investment,” said Meyer. He’s spent considerable time and money restoring historically significant hot rods like the So-Cal belly tanker and the aforementioned Greer-Black-Prudhomme dragster. The Pierson Bros coupe is another that required a major restoration.

“It’s still a labor of love,” said Karges. “You not going to be able to restore a car and get what you put into it.” That applies to restorations of all kinds, not just hot rods. Still, it’s tough to put a price on history. We have to agree with Karges’ sentiment when considering acquiring a hot rod for a collection, “How many Delahayes can you have?”

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Few cars embody rowdy rally driving like the Lancia Delta Integrale. Known for its World Rally Championship dominance, its snorting and popping engine, and of course, its crisp bodylines, the legendary Lancia has been given new life by Italian businessman Eugenio Amos. Automobili Amos invited Larry Chen to visit Milan and see one of the company’s reimagined rally cars for the street and its newest variant, the Delta Integrale Safarista.

Besides photographing the limited-production machines, Chen got a front-row seat to experience the car’s brutal performance. “I’ve ridden in rally cars on the street, and this felt every bit like it … It probably makes more horsepower than most rally cars,” said Chen from the passenger seat.

Each new Delta Integrale from Automobili Amos features several interesting design changes that make the 1970s design a bit more sleek and modern without losing its angular appeal. Chen gets to inspect the company’s first production high-end restomod, the Delta Integrale Futurista, alongside an original Integrale to compare the updates, from new taillights that incorporate the fender flares to the hidden roll cage that is tucked up close to the roof and pillars.

“This is our philosophy,” said Amos, “you know, small details without changing dramatically or making it too cartoony.”

The real treat, though, is the new Delta Integrale Safarista, the spicier rally version. Automobili Amos will build just 10 copies at €600,000 (about $645,000). The Safarista is more raw, and the roll cage is more extensive and more visible. Its engine bay has fewer cosmetic coverings, allowing the turbocharged engine to show off its race-proven parts. Amos and Chen get into the car’s nitty-gritty details before heading out on a spirited drive. Chen also gets a chance behind the wheel of Amos’ personal Futurista. Check out the video to see Chen’s reaction to these rally-bred beasts.

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BFGoodrich All-Terrain tires have seen just about every kind of road, mud, dirt, and sand you could imagine and have earned a solid reputation among those who have tested them to their limits and beyond. The tire’s latest iteration is launching with a new tread pattern and compound that promises improved grip and wear performance on varied surfaces including gravel, mud, and snow. Its long-wearing tread compound also remains flexible in the cold, helping it earn the Three-Peak Mountain Snowflake severe-snow rating.

We’ve seen BFG All-Terrains on rock-crawling Jeeps and desert-running trucks, and many of their buyers swear by their tough sidewalls and grip-everything tread. Changing them in such a significant manner was no small undertaking. The current All-Terrain T/A KO2 was unveiled in 2015 and represented an evolution in the much-loved tread design while improving the tread compound. The KO3 is a further evolution, and while it keeps a similar interlocking tread, it promises better durability on gravel, improved snow traction, and better wear performance, all with a 50,000-mile warranty. According to BFGoodrich, the KO3’s 3D locking sipes help add extra bite while “mud-phobic” bars shed sticky mud to grab on the next go-round.

We’d love to put these new tires to the test and it looks like we won’t have to wait long. Buyers have 13 sizes to choose from now, with popular sizes in the 33-35-inch range fitting 16-, 17-, 18-, and 20-inch wheels. More than 100 sizes will be offered over the next 24 months, with 22 additional sizes due by the end of this year.

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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.

This week we’ve got a wide variety of rides, including a useful ute and a pair of drop-tops that could hardly be more different. Check ’em out:

1914 Chevrolet Series H-2 Royal Mail Roadster

Sold for $42,800

Chevrolet’s first mass-market car was a direct shot at Ford’s hugely successful Model T. It wasn’t as cheap as Ford’s mass-produced marvel, but it was more powerful, packing a 24-hp four-cylinder with overhead valves. Ford was content with flathead power until the 1950s. Chevrolet also brought a three-speed transmission to counter Ford’s two-speed gearbox. It wasn’t a perennial sales success like the Model T. However, it did give Chevrolet co-founder William Durant the financial boost needed to regain control of General Motors. For fans of Chevrolet history, this was the first year that Chevrolet cars wore the now-famous Bow Tie logo. This H-2 sold rather well, although those that have sold for less were not such beautiful examples. This drop-top would make a great foundation for a Chevy collection highlighting the brand’s evolution. (Read the full story on this 1914 Chevy, the 64th of the run and believed to be the oldest complete Chevrolet in existence, here.)

1967 Datsun 1600 Roadster

Sold for $19,795

Before the Miata, another Japanese two-seater took on the classic British roadster formula. Datsun’s 1600 roadster packed 96 hp and the proper proportions and dynamics to win over those considering a Triumph or MG. We love how the curved sides of this compact sports car contrast the squared-off scoop and the carved leading edge of the hood. Its look manages to be simultaneously entirely Japanese and yet very European. This example features an upgraded five-speed manual transmission and its engine was rebuilt in 1988. Its sale price is just above its $3 (Good) value, as it could use just a bit of freshening up inside. The body, on the other hand, seems just as straight as its off-center racing stripes.

1987 Chevrolet El Camino

Sold for $19,795

Many of us on the Hagerty staff are fans of car-based pickups and have a soft spot for El Caminos in particular. This one-owner 1987 model is one of the nicest G-body El Caminos we’ve ever seen and is equipped with a 305 V-8 and Turbo 350 automatic. The black over silver two-tone and red pinstripe look great with the optional Rally wheels, but we’re not sure about the high-top camper shell. This virtual time capsule of a pickup has less than 30,000 miles on the odometer and everything about the car’s pristine appearance reflects that. The sale price barely exceeded the #2 (Excellent) value, appropriate for the fantastic condition of this low-mileage ute.

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We’ve spent a lot of time with Icon’s hand-built, six-figure restomods over the past several years. Well, we’ve spent a bit of time in quite a few of its builds. From 4x4s and pickup trucks to 1000-hp one-offs and battery-powered cruisers with carefully preserved patina, the SoCal outfit has proved it can cover a wide swath of the premium restomod market. Countless rivals have appeared since Icon’s founding in 2007, but Icon has established itself as a shop with high build quality, rich customizability, and a signature style.

Founder and owner Jonathan Ward took us for a spin in the 500th build to come out of his shop in Chatsworth, California, and we took the opportunity to ask him how things have changed since the early days, when Icon was a Land Cruiser specialty shop.

The Platform

“We had a little soul-searching early on. Are we going to have to go disc/drum? Are we going to have to go with a fiberglass body?” The company wasn’t sure if there was a market for the high-end FJ it envisioned. Would Icon have to cut corners?

A friend Ward described as “far smarter and more successful” warned him not to go down that road. “If you build it, they will come,” he assured Ward. The friend backed up his words and signed on to buy the first truck.

The money from the first 12 FJ40s built by Icon was squirreled away to finance the development of the chassis for the next trucks. “The second I had enough cash,” said Ward, “We sat down with Art Morrison. We re-engineered the suspension, the [frame] rails, and the steering geometry. We got Fox Racing involved. That was probably the biggest evolutionary improvement to our product and to this day the biggest differentiator is our ride quality.” The combination of on-road comfort and rock-crawling flexibility of the link suspension is what makes the Jeep Wrangler so successful. When it has that much unsprung mass, a solid-axle 4×4 never feels like driving a modern car, but the ride quality improvement over leaf springs, like the FJ40 and the early Broncos originally had, is huge.

The Process

“We used to receive our axles from our manufacturer in these coffin-sized wooden crates,” Ward explained. “We would pull all the parts needed for the build, take the axles out [of the crates], and fill that crate for the axle with all the parts for the build.”

For the first few years, they built the FJs and BRs that way, with the build techs “dumpster diving” into the wooden crates for the right part. They soon realized the method wasn’t too efficient. The impetus for the current process came after Ward accepted an invite to tour the Pagani factory in Italy. The hypercar manufacturer uses a carousel design to deliver a tray with the customer’s parts just by the staff member entering the associated client number.

Ward researched the Italian manufacturer of the system and found that while the pricey carousel wouldn’t work for his SoCal operation, he could get many of the benefits at a more affordable entry point. Now the parts, organized by model and order of installation, are stocked onto a cart that includes everything needed for that build to make it through the next step in the build process. “Before we start any physical labor, other than tearing apart the original truck, those parts come out and are palletized on that dedicated bay for that client.” Each step in the build happens the same way. Soon after the inventory system was implemented, a proprietary shop management software tied it all into the configurator on the website. “Now, when a customer presses ‘Go’ on their configuration, the software pre-populates all of the purchase orders for all of the content for that specification, saving hours of hassle.”  

New processes have also changed the labor involved in transforming a worn-out project vehicle into an Icon build. Icon’s employees start by training in one or two build processes with a single model, whether it’s the Land Cruiser–based FJ or the Ford Bronco–based BR. Lately, the push has been to cross-train crew members to become certified in all stages for the vehicle line they work on—and also for all stages in the other vehicle lines. The cross-training makes the staff more flexible and allows builds to progress even when people take time off.

Parts and Partnerships

Icon used to make the exhaust system of every truck by hand. The results fit well, but the bender would crease the tubing and Ward always hoped to get a better finish. “Then we started doing our own in stainless and were just hemorrhaging time and money,” he said. Today, Icon has a relationship with Borla, whose Oxnard facility, where the company builds its short-run and prototype products, is just an hour’s drive away. Icon can now offer customers “rowdy or restrained” options depending on their taste.

As Icon’s brand grew, so did its ability to partner with more manufacturers. While the early builds featured off-the-shelf wheels, now Icon works with a U.S. manufacturer to forge four proprietary designs for Icon and Icon only. Those partnerships extend to other components as well. “We used to use off-the-shelf gauges; now we design our own face and typography to match the original but then partnered with a couple of companies, but mostly Dakota Digital, to take advantage of their technology and repeatability.”

Perhaps the best example is Ward’s expansion of textile options when it comes to selecting upholstery for his clients. Two of Ward’s companies he’s recently started, Campfire Coats and The J Ward Collection, are offshoots of his love for textiles and his journey into becoming a master leathercrafter, respectively. He’s visited tanneries in Europe, and in North and South America, and now has access to a wide variety of leather products. Synthetic material choices are also expanding. Chilewich, a woven fabric most commonly seen as placemats in upscale restaurants but also used in commercial and industrial applications, appealed to Ward: “I just thought it looked cool, and it was made in the States.” Ward has grown Icon’s relationship with Chilewich and they collaborate to create custom weaves. He’s also included luxury outdoor textile suppliers like Maharem and Knoll in the upholstery design palette. The antimicrobial, UV, and double-rub-count ratings for durable outdoor fabrics make them a great choice for the interior of a topless 4×4. “The tech specs for what the Four Seasons is gonna put on their patio furniture make automotive specs laughable,” said Ward. “It’s more expensive, but in our volume and that amount of yardage we’re gonna need for a car, nobody cares because it’s so cool.”

We got to see the interior of one of Icon’s current BR builds. “We’ve recently started partnering with one of the few remaining American rug manufacturers,” Ward said, referring to American Dakota. “They do a lot of American Indian partnerships and scholarship programs. Many of their patterns come from American Indian trade blankets. They make seven sizes of all their production rugs. Fortunately, the template pattern cuts for everything I need for my flooring fits within a combination of those seven.” CAD software allows the carpet sizes to be overlaid onto the existing rugs while ensuring the patterns are maintained.

Ward showed us some of the leather weave on one of the Broncos they’re building. The shop can create custom weaves of up to eight colors and even plan specific designs. It can also use a computer program to try out other variations of those same colors and see if anything else sticks. The weave is heat-laminated to an interface to keep it from stretching or distorting. Alcantara has also made interior color matching much better in recent years. “The range of colors they have is nuts,” Ward exclaimed. “It used to be ‘two light brown, two dark brown.’ We were able to get this Alcantara exactly as we wanted it.”

They noticed in early builds that the piping on the interior stitches would be the first to show wear because it stood proud of the seam. A new French double-stitch machine eliminates the need for piping and creates an elegant, flat seam Icon can sew in-house.

Powertrains

We asked Ward about using late-model GM V-8s in its FJ products. “As much as I hear, ‘Why aren’t you putting a Toyota in a Toyota?’ people in the know in the industry, with the engineering and build experience, know that those CANbus network powertrains, outside of their native network, are a disaster,” he explained. Conversely, GM and Ford make it easy to swap in one of its crate engines. Besides that, there’s precedent. “Chevy V-8s have been put into Land Cruisers since there were Land Cruisers,” said Ward. It’s also worth noting that the Toyota inline-six used on the early Land Cruisers was based on a GM engine design.

Icon isn’t buying crate engines from GM, but the two companies have a relationship that allows Icon to get the right engine for the application. “We can mix it up,” Ward said, explaining that his shop can select the engine, front engine accessory drive, and intake that fits a given chassis and engine bay while providing the proper torque curve for a truck. While the early builds used Gen I Chevy small-blocks, they have been supplanted by all-aluminum Gen III engines. “We’ve benefited from riding on GM’s coattails. We just evolved with them.”

“With Ford engines, we buy direct from Ford and have to buy them five at a time. It’s kind of a bummer for cash flow,” Ward joked. Icon uses the production Mustang GT engine, and it’s nice match for the compact Bronco, revving freely and producing an appropriate exhaust note.

Ford is supposedly working on an emissions-compliant Coyote to compete with GM’s E-Rod engines, a prospect that excites Ward. Even though the majority of the vehicles Icon builds are exempt from most emission regulations, each vehicle gets an evaporation system, catalytic converters, and wideband O2 sensors. Power output is still fantastic, and the vehicle doesn’t fill a garage with fumes. Icon designed its own baffled fuel tank and machined a filler neck to work properly with vapor recovery pumps. “To add a rollover valve and the appropriate plumbing for an evap system, at that point, it’s negligent not to do it,” said Ward.

Transmissions have also evolved at Icon. “In the old days, we ran a New Venture 4500. They’re super heavy, they’re super clunky, with 10-foot throws. We developed adapters in partnership with Advance Adapters to run the brilliant, underused, and underloved Aisin Warner AX15 used by Jeep, Toyota, and Dodge. I love the feel of that trans.” The only one he likes better is the Tremec six-speed, which Icon uses on the rear-wheel-driver Thriftmaster trucks. “I’d run Tremecs in everything, but they’re not transfer-case-adapter friendly.”

The Engineering

From bumpers and center consoles to brackets and widgets, Icon has spent years transferring its fabricated designs into computer drafting software. “We’ve constantly been doing this, but we’ve finally gotten to the point that it’s pretty much all done. It’s all locked down in CAD,”  said Ward. That eliminates a lot of hand-fabrication and allows the small but time-consuming parts to be outsourced to regional sheetmetal shops, often those in the aerospace industry. “They have tools I could never afford with my volume,” Ward said. “The results are 100-percent interchangeable parts with fantastic repeatability that are turned around faster and built more affordably than if they’d been tinkered with by hand.”

Icon’s basic rule is to hand-fabricate the first four versions of a new part, evolving it closer to a production part each time. When the prototype reaches its final production form, they lock the design down into a CAD file. If a customer wants a one-off version of an existing part—a custom center console to house a new radio shape, for example—the CAD file can still serve as a starting point.

The Philosophy

Something that hasn’t changed over the last 500 builds is Icon’s philosophy. “I’ve learned in previous business decisions and career moves to protect the ethics, the DNA, and the core values of the brand at sometimes extreme cost. Turn down the collaboration if it waters down the brand,” said Ward. As Icon evolves, the production changes have to pass a set of core tenets, and they often get settled during companywide meetings. Staff have helped guide build processes and add options to the vehicle lines. It boils down to the products looking the part but more importantly, holding up to the promise made by the classic design. “I want the conveniences, the comforts, and the safety,” Ward said, “but only to the line of being able to respect traditional industrial design ethics of simple, strong, longer life, built to last, and built to be fixable.” Icon’s customers believe the same. They still expect modern amenities to a point, and nothing is keeping them from getting seat heaters, a modern sound system, or navigation. “All in all, they don’t want the martyrdom of vintage,” says Ward, “but they want the essence of retro.” Ditch the carburetor, the drum brakes, and the leaf springs, keep the silhouette, the clean interior, and the classic vibe.

The Future

Icon’s products have improved over the years, but what’s next? We asked Ward if Icon’s forays into EVs will result in a production EV 4×4. “There is a mule in development right now,” he replied. The plan is to study what’s out in the market and go the extra mile to fill in the gaps to make it safer, stronger, faster, more reliable, and easier to service. Ward hopes to get all of the details right so that a demanding consumer can jump in and get the experience that they expect. “We’re gonna test it, beat it up, quantify the engineering with a third party, and then put it onto production.” A prototype should be on the road—and off—by early next year.

The post Now on Its 500th Build, Icon Has Embraced Tech While Preserving Classic Design appeared first on Hagerty Media.

Thomas West and the crew at Renegade Racing made a valiant effort to win the Stick Shift/Banger class at LS Fest West, qualifying at the top of the field while rowing through a T-56 six-speed manual. Their racing plans were derailed, however, when a rogue rod decided it was done with racing and caused some serious carnage in their Honda S2000’s 427 LS V-8. Only slightly deterred, the team decided to press on and see if they could get the car ready for Saturday’s race.

LS engines have been swapped into an array of cars, trucks, boats, and even aircraft. They are certainly doing well carrying the mantle of the original small-block Chevy. Despite its stellar reputation for compact, lightweight performance, you still might be surprised to see an LS under the hood of an S2000, a car renowned for its spirited, high-revving four-cylinder and balanced chassis. However, if you plan to hit the dragstrip, then a twin-turbo 427-cubic-inch LS engine makes sense.

During a quarter-mile pass on Saturday, the engine’s aftermarket block cracked and the wayward #8 rod broke, battering the fabricated aluminum oil pan and sending shrapnel through the engine. It managed to take out the timing chain, allowing the remainder of the rods to send pistons into the open valves, causing further havoc. Rather than pack up for the weekend, the Renegade Racing crew pulled the shattered engine and put out an APB for a replacement bottom end. They found a 408 short block locally and spent Saturday night and into the early morning on Sunday tearing the old engine down and buttoning up the new 408 with the same twin-turbocharged induction as their shattered 427.

We got to see some of the carnage first-hand, and the team was still in good spirits as connecting rod shrapnel was cleaned up and the long wrenching session loomed. We can’t say for sure if the team’s attitude remained jovial, as we had other plans (sleep), but when we returned early on Sunday, the car was up and running with its new engine and ready to take on the competition.

Although the all-nighter got the car ready for Sunday’s Stick Shift/Banger class racing, West got a bad launch and the engine bogged down, allowing his opponent to earn the win. Speaking with West on Sunday, he was proud of his team’s accomplishment, noting that despite the massive setback they got the car to the line and lost the race “fair and square.” It sure beats giving up a forfeit.

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Holley’s LS Fest West is open to any vehicle powered by a Gen III, Gen IV, or Gen V GM small-block V-8. That covers a pretty broad array: For starters, all of the aluminum-block V-8s like the LS1, LS2, LS3, LS4, LS6, and LS7 are welcome. It also includes the iron- and aluminum-block truck engines, aftermarket engines using the same architectures, and the current, direct-injected counterparts like the LT1, LT2, and LT4. While you’d expect such an event to include Corvettes, Firebirds, GTOs, and Camaros, the popularity of the compact pushrod V-8 makes it the go-to swap for drifters and drag racers alike. We saw Volvo, BMW, Porsche, and Nissan cars with LS swaps, not to mention some seriously fast Fox-body Mustangs.

One of the most popular events at LS Fest is always the Grand Champion competition, a street car shootout that combines track driving and drag strip passes. It brought out 200 competitors to vie for the title in three classes: Truck, Vintage, and Late Model. All vehicles must use DOT-approved tires and record times on an autocross, the dragstrip, and a tight 3-S challenge course that timed cars through a horseshoe-shaped track that ended in a braking box. With two of the three events involving road handling and braking, the cars were certainly biased toward the track rather than the strip. Many of the entrants are Optima Ultimate Street Car Invitational regulars, and while a couple of the entrants will be familiar to Hagerty readers, many of them were not familiar with a drag strip.

Considering these vehicles tended to be set up more for stopping and turning than outright acceleration, we didn’t expect hard launches. Still, many of these cars and trucks pack serious power and the drivers got the hang of the Christmas tree in no time. We wouldn’t be surprised if many of them are plotting new LS-powered dragstrip projects to add to their stable. Here are just some of our favorites.

Rick Lammi took the Vintage class win in his amethyst 1977 Nissan 280Z. Its LS3 is topped by an LSA supercharger that helps it put down 640hp to the wheels through a Ford 8.8-inch independent suspension.

David Carrol won the Truck classic in his 1973 K5 Blazer. The soft-top SUV was stripped down and ditched its four-wheel-drive and solid from axle in favor of No Limit Engineering front suspension. It’s powered by a twin-turbo powered by a Gen IV 5.3-liter.

After meeting him at SEMA, we featured Garrett Randall’s 1970 Corvette and got a closer look at the flared Stingray.

Cameron Bishop’s radical C10 was another Grand Champion we first spotted at SEMA. He competed here last year as well.

If you missed LS Fest West, Holley has two more this year so there’s still time to stake your claim for Grand Champion glory.

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Even though Hemi-powered car and truck production is now firmly in the rearview, today’s date, 4/26, will never not make us think fondly of those all-mighty beasts. Although it was an expensive and somewhat rare option, Chrysler’s 426 Hemi V-8 made a huge impact in both street cars and in racing. It set records in NASCAR, was a menace in Pro Stock drag cars, and rewrote the rules in Top Fuel drag racing, where Hemi V-8 architecture is still being used today. Here’s a look back at our favorite Hemi content to get your Hemi knowledge firing on all cylinders for April 26.

Know the History

Step one in Hemi appreciation is a look into its history and development. Performance-testing veteran and engineering aficionado Don Sherman shows the guts of the Hemi engine and how its design decisions applied to real-world power.

Dig into the Machine

You can tell the 426 Hemi means business without even popping the valve covers, and the bigger, meaner, 500-cubic-inch Top Fuel Hemi found in the quickest cars in the world makes that even more apparent. Davin Reckow and the “Redline Rebuild” crew tore into an 11,000-hp nitromethane-burning Hemi to see the extreme end of pushrod technology. It may be made of aftermarket components, but deep down it’s just the latest evolution of Chrysler’s big-block Hemi.

Love the Legends

Big-block Hemi V-8s were record-setters and race winners right out of the gate and claimed plenty of memorable automotive firsts. The 1969 Charger Daytona you see above was the first car to run 200 mph on a closed circuit.

Appreciate the Art

Not every 426 Hemi car was a racer; some were just powerful, beautiful machines. This 1971 ‘Cuda convertible is about as understated as a Hemi ‘Cuda can be and yet still exudes muscle car machismo.

If you’ve got a Hemi-powered machine of your own, whether it’s an early Firedome-powered fantastically finned cruiser, one of these 426-powered brutes, or a late-model daily driver with some attitude, we hope you get a chance to hear your V-8 roar today.

This story originally appeared on our site April 26, 2021. 

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Pontiac’s beautiful 1964 prototype, unceremoniously dubbed XP-833 during its development, is one of our favorite concepts out of GM’s talented design department of the era. Just two were built, one with a retractable soft top, and one with a removable fastback hard top. The latter is currently up for sale with an asking price of $1.2 million.

We featured the soft-top XP-833 a few years ago and our author got to spend some time behind the wheel. Rather than a show car that was cobbled together to be a static sculpture, the prototypes, while rushed, were built to highlight how such a car could be affordably built using GM’s vast parts bin. As such, they’re quite well-built and roadworthy.

The car’s overall look is reminiscent of the C3 Corvette that debuted for the 1968 model year, and it also features a fiberglass body. However, some significant cues differ. Up front, its hidden headlights seemed to preview the Opel GT, which concealed its beams by rolling the housings longitudinally. The rear of the car transitions into a tail that more closely resembles the 1970 Firebird. The example up for sale is the hard-top version, featuring a sleek removable fastback, another detail that differs from the Stingray, which featured a tunneled backlight in coupe form and a removable hardtop that closely mimicked the convertible top. We must say, the fastback suits it.

Of the two prototypes, this is the only one powered by Pontiac’s OHC inline-six engine. The overhead cam architecture was still novel for an American car engine at the time, and Pontiac was the only GM division to use it. It made its production debut in the 1966 Tempest and was also used in the Firebird. Never as muscular as the V-8, the OHC engine was still capable, and Sprint versions produced more than 200 hp. It would have made an excellent base engine considering the XP-833 was expected to weigh less than 2500 pounds.

All too often, GM gets vehicles ironed out just before pulling the plug on production. In the case of the XP-833, its designers got the lines just right and it never even got the chance to hit showrooms. It’s easy to imagine a Pontiac lineup that included this shapely convertible as its halo car as a lighter, inline-six alternative to the more muscular Corvette, and of course a V-8 would have been optional as long as John DeLorean hat his way. This beautiful experiment would be the centerpiece of any Pontiac fan’s collection, or anyone who values mid-century American design. We hope it finds a proper home.

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April 17 marked 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.

The word “iconic” is misused to describe mundane or obscure cars all too often. In the case of the Ford Mustang, there’s no question that the term is warranted. Over the car’s 60-year history, it has been a whopping sales success, a cultural trend setter, and a motorsports champion. If we boil the essence of the Mustang down to just one image, a single icon if you will, it has to be the galloping Mustang emblem that’s graced every generation of Ford’s famous pony car since its inception. It’s hard to imagine it any other way, but the emblem, styled by Ford’s Waino Kangas, could have been much different. Here are several iterations that were tried before the winning formula was discovered.

1962 Mustang I Concept

The public’s first look at a running Mustang emblem came in October 1962 when the Mustang I concept was first shown. The Chevrolet Corvair had a lot of influence on this concept, which was powered by a mid-mounted 1.6-liter Ford Taunus V-4 engine, the same engine that saw widespread use in Ford’s European models and a few Saabs. Ford hoped the production Mustang would capture some of the youth market that had been quick to scoop up the sporty, affordable trims of the rear-engine Corvair. However, as Ford would soon prove, the engine location was nowhere near as important as the sporty appearance and affordable price tag. Early emblem designs, while still galloping Mustangs, weren’t a side profile of a horse, rather one running slightly toward the viewer.

Ford Cougar

It seems like a foregone conclusion that Ford’s two-door, sporty compact would be named Mustang. This internal photo from Ford shows that the earliest iteration of the model that eventually became Mustang with a different genus of pony car emblem entirely. Ford tasked its designers to envision a sporty four-seater, and more than a dozen versions were created. The design that would become the Mustang was initially dubbed “Cougar” by Gale Halderman, the designer responsible. That magnificent feline wouldn’t go to waste, however, as the lanky cat would show up on the production Mercury Cougar in 1967. Halderman did influence the Mustang’s emblem though. Note that the above Cougar is enclosed by a ring around it—this would be adopted by Mustang and become known as the “corral.”

Stalemate

Hindsight is 20/20, of course, but you don’t have to be from the future to know that there were better options for a sporty car emblem than this square badge. Is it a chess piece or a Pepperidge Farm cookie representing the same? Perhaps it was left over from the Willys Knight. Hard pass.

Mustang II Concept

Showing considerable evolution toward the final product, the Mustang II concept was first revealed to the public on October 5, 1963, at Watkins Glen. While the steeply raked windshield was not intended for production, the general shape of the roof was there and its flanks were getting very close. Up front, the headlights were radical, although the grille was almost dead on. This was the first time the public had seen a running Mustang enclosed in its corral.  

Uncanny Valley

To prove just how iconic and specific the galloping Mustang iconography is tied to the Mustang, look at how unsettling it is when one simple detail is altered. We’ve got a feeling there’s a universe where Ford picked this version and detective Lieutenant Bullitt drove a Firebird, the Miracle on Ice never happened, and Seinfeld was canceled after the pilot.

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Ford kept the classic pony car recipe intact when it unveiled a crisp, restyled, and tuned-up 2024 Mustang. The new generation brought an evolution of the revered 5.0-liter Coyote V-8 with 480 hp, up from the GT’s previous 460hp output. Now, Ford Performance is offering that improved 5.0 as a crate engine with a sticker price of $11,500.

Like always, the Coyote V-8 features an aluminum block and DOHC heads with variable timing on both the intake and exhaust. The boost in power for the newest 5.0 comes from a new twin-throttle intake and higher compression, coaxing out 480 hp at 7150 rpm and a stout 415 lb-ft of torque at 4900 rpm. Like the Gen III Coyote that debuted in 2018 Mustangs, this new 5.0-liter mill features both direct- and port injection. The direct injection helps it perform on premium pump gas while using an even higher compression ratio than before, now 12.0:1. An interesting technical detail that Ford Performance mentioned is that the driver-side exhaust uses the same exhaust flange as the 5.2-liter V-8, while the passenger side uses the tubular exhaust manifold from a Mustang GT.

That $11.5K Ford quoted doesn’t quite tell the whole story: As with most crate engines, it’ll take a few more things to be ready to drop into any old project car. You’ll still need an alternator, likely air-conditioning, and you’ll definitely need a Powertrain Control Module (PCM). For those of you who are keen on putting a new Coyote in a build that isn’t a new Mustang, Ford does have a part number for the PCM for this engine that’s meant for any project car installation, but we don’t see them stocked just yet. If you’re aching for one of these high-revving V-8s for your project, we’re sure Ford Performance will help you sort everything out.

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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.

Those of us who weren’t around when the Ford Mustang was launched in 1964 can’t quite imagine a vehicle making such a splash. Sure, the Tesla Cybertruck got people talking, but when the Mustang was unveiled, nobody thought Ford was trying a late April Fool’s Day prank. Ford prepared a media blitz and produced its own content, but the Mustang garnered attention from media of all kinds, and it seems that it was impossible to miss the buzz of the new breed of car from Ford Motor Company. Here are several examples of Ford creating buzz and earning some freebies along the way.

On Television

Prior to its reveal, Ford flooded the airwaves with commercials that gave a glimpse of the Mustang’s back seat, grille emblem, and trunk. This commercial surely had prospective buyers and car fans in general as close as they could get to their TVs to make out any details of the fully uncovered Mustang marooned on a tiny island.

That was one of a dozen or more commercials Ford planned before and after the April 17 public reveal. Back when you had to get up to change the channel and there wasn’t much competition for the nation’s three major networks, ABC, CBS, and NBC, Ford bought 30-minute programming blocks on all three to air simultaneously on April 17th. The Mustang stampede was unavoidable!

In Person

The Ford Pavilion at the 1964 New York World’s Fair gave the public an opportunity not only to see a Mustang, but ride in one. Ford, Lincoln, and Mercury convertibles were used to cruise attendees through the automated Magic Skyway, but we imagine that a sizeable portion of the audience was hoping their chariot would be in the all-new Mustang. The Magic Skyway, designed by Disney, brought showgoers through various dioramas that depicted Earth’s prehistoric past as well as its car-centric future. The popular ride was used again for the 1965 New York World’s Fair, where the Mustang was once again in a prominent place at the Ford Pavilion, this time highlighting the 2+2 fastback. Ford Heritage has a video which lets you ride along with the 1965 version of the Magic Skyway.

In Print

All three of the country’s largest weekly magazines featured the all-new Mustang. Time placed a red Mustang in the background with a portrait of Lee Iacocca in the left foreground the day Mustang debuted. Three days later, the cover of Newsweek placed a red Mustang in the background with a portrait of Lee Iacocca in the left foreground. We’ve got to imagine that the editor of Newsweek wasn’t too happy about the similar covers, but Ford’s PR team likely popped bottles to celebrate the wide coverage. Life didn’t dedicate the cover to the car but featured a story on Ford’s “sports car for the masses,” described as a “long-nosed auto aimed at WWII babies.”

On Film

Automakers were quick to get their vehicles featured in prominent scenes in television, often sponsoring entire shows. Bigger, flashier productions on the silver screen were a natural progression. Perhaps the most prominent placement of an early Mustang was its role in the 1964 James Bond film Goldfinger. Filmed at Switzerland’s scenic Furka Pass, the chase between Bond’s Aston Martin DB5 and Tilly Masterson’s white Mustang convertible highlights some fantastic roads. Goldfinger had already started filming by the time Mustang debuted, and this must have been a rather early production convertible, as the Alpine scenes were shot in the spring and summer of 1964. Ford provided several other cars for the film, including a Thunderbird for Felix Leiter, played by Ces Linder.

Sky High

Robert L. Leury, general manager of the Empire State Building, came up with the idea of displaying a 1966 Mustang on top of the world-famous skyscraper. We’re not sure we’d need more of a draw to come visit the tallest building in the world, but we appreciate his spirit. To get the convertible to the 86^th-floor observation deck, Ford surveyed the building’s hallways and elevators to determine the maximum size that could be maneuvered into position. Ford cut the convertible into four main pieces and practiced the operation in Dearborn. Confident they could make it happen, workers moved the car on-site and to the observation deck in the wee hours of the morning, with just a few minor delays. The photo shown here has the car on the outdoor deck, as seen from a helicopter. The car was then disassembled again and moved to a glass-enclosed observation area where it was reassembled again. There it stayed, from October 1965 until March 16, 1966, when it was disassembled and removed the same way it came in.

Ford recreated this stunt in 2015 for the launch of the sixth-generation Mustang and the 50th anniversary of the stunt. We’re pretty sure there won’t be a threepeat any time soon. We may have to hold out until 2040 for the 75th anniversary.

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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.

This week we’re spotlighting a trio of American cars that span three decades—and three distinct segments of the collector-car realm. Each represents a great example of its type, with prices that were hard to overlook.

1959 Chevrolet Corvette

Sold for $74,365

Shedding some of the baubles and chrome found on the 1958 model, the 1959 Corvette was a more distilled version of America’s Sports Car and still packed the same lineup of 283 V-8 engines. This example from Marine City, Michigan, is finished in classic Corvette colors with Roman Red paint set off by Snowcrest White coves. It comes with a matching red hardtop and a white soft top. Its 230-hp, four-barrel 283 V-8 was the base engine for 1959, but there isn’t a whole lot of car to haul around, so we have no doubt it’s fun shifting through the four-speed with the top down on a perfect day. This Corvette’s sale price of $74,365 is nearly right in the middle of the range between #2 (Excellent) and #3 (Good) condition, which means it was probably a solid buy given its restored condition.

1979 Hurst/Olds W-30

Sold for $20,277

The Hurst/Olds package brought some unique styling and performance upgrades to several generations of Oldsmobile coupes. The earlier ones get the glory for their big V-8s engines, while those of the mid-’80s draw gawkers to their lightning rod shifters that resemble a Lenco, but the late ’70s models are interesting as well. The 1979 and 1980 Hurst/Olds package was built on the Cutlass Calais coupe and marked the last use of the Oldsmobile 350 in GM’s midsize RWD platform, before the Chevy small-block took over. They also got some pretty cool wheels, if you ask us.

This car in particular is one of the nicest examples we’ve seen, and it would certainly draw a lot of attention at car shows thanks to its fantastic condition and two-tone paint of Hurst Gold over black. Its transparent T-tops are also conversation starters that make it one of just 527 equipped with the “Hurst Hatch.” Valuation specialist Greg Ingold, who is well-versed in lesser-known GM muscle cars, was the one who singled out this well-preserved piece of Malaise Era muscle. “The late ’70s metric chassis has always been this weird spot that everyone forgets about. I think they came into their own cosmetically in the early ’80s, so earlier cars seem to be a bit cheaper.” Still, this car sold well, with its price coming in just over its #2 (Excellent) valuation.

1967 Ford Econoline

Sold for $10,700

You never know what’s going to pop up on Marketplace. This Econoline SuperVan is powered by a 240-cubic-inch inline-six and is decked out in the livery of the previous owner’s lemonade business. The rolling billboard had to draw plenty of attention at every farmer’s market where it peddled its wares. As much as we’d hate to paint over the great graphics, we have already conjured up all kinds of ways to put the compact van’s spacious cargo area to use. A vintage motocross transport, perhaps? Regrettably, our managing editor, Eddy Eckart, was too busy working on his current projects to take note of this sale. “$10K for something like this makes me kick myself that I wasn’t paying attention. Plus, I have a grandma Bea. This would have been perfect!” There’s always room in the collection for a new project, so keep your eyes open.

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On the 60th anniversary of the public reveal of the original Mustang, Shelby American pulled the cover off the first Shelby model based on the S650 Mustang: The supercharged, 830-horsepower Super Snake.

“We designed the Shelby Super Snake to be the pinnacle of our performance cars based on Ford’s world-class Mustang sports car,” said Joe Conway, CEO of Shelby American. “It follows Carroll Shelby’s vision that each generation of car improves the breed. By collaborating with Ford Motor Company, Whipple and other top companies, our Las Vegas team created our best Shelby Super Snake yet.”

The styling of the Super Snake will leave no doubt that it’s a special car. Its carbon fiber fenders and aluminum hood feature ample cooling vents, and a carbon fiber wing balances the car’s handling with added downforce. Wide magnesium alloy wheels keep the unsprung mass down for improved responsiveness. Shelby has upgraded the exhaust, suspension, and brakes to back up the racy looks, and of course, there’s the upgraded powerplant. A supercharger boosts the 5.0-liter V-8 to 830 hp when fed 93 octane fuel.

I had the chance to drive a Super Snake ten years ago when Ford was celebrating the 50th anniversary of the Mustang. Despite the low production volume, enthusiasts knew what the car was about. I’ve never been challenged to more roll races than when I was behind the wheel of that Super Snake on the boring desert drive from Los Angeles to Las Vegas.

“We have an unwavering commitment to the enthusiast,” said Vince La Violette, Shelby American Vice President of Operations and Senior Designer. “With the Super Snake’s competition heritage, we knew it was critical to dial up a car that is enjoyable during daily commutes and deeply rewarding during spirited driving. While the styling inside and out is certainly handsome, functionality drove every decision. This car checks all the boxes.”

Just 250 copies of the 2024 Shelby Super Snake will be built, with production starting this summer. Customers can opt for a fastback or convertible and can also select a manual or automatic transmission. Prices will be announced soon.

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Tom Cotter and Jay Leno have known each other for years, so, it’s strange that it has taken this long to get an episode of Barn Find Hunter with the two avid car hunters. Cotter gets a break from dusty sheds and muddy lean-tos this time, however, as Leno gives him a tour of the Burbank, California, garage that houses his extensive collection.

Barn Find #1: 1955 Mercedes-Benz 300SL

The first car on the docket is a well-worn 1955 Mercedes 300SL Gullwing. Found in a container in the desert, the candy-apple-red coupe has some exposed bodywork, and its engine was rebuilt, showing signs it was driven hard during its racing career. Still, the car has plenty of life, and Leno says it’s more approachable as-is. “It’s just an old car,” he quips.

Barn Find #2: 1963 Jaguar E-Type

After a brief interlude to mention a low-mileage Fiat, Leno brings Cotter to a 1963 Jaguar E-Type originally owned by a local Burbank man who lived less than a mile from Leno’s shop. The convertible was parked in 1967 and sat for more than 50 years, without being driven. With just over 17,000 miles on the odometer, it’s one of the most complete and original E-Types we’ve ever seen. It still has marks from the assembly line and maintains almost all of its original parts, save for the wheels and radiator header tank, all of which were retained.

Barn Find #3: 1927 Duesenberg Model X

Another local car that spent decades in a garage is a 1927 Duesenberg Model X, which, according to Leno, was the last Duesenberg built before Cord’s takeover. The car is virtually a time capsule; Leno describes it as “too nice to restore.”

The next car in the video is another Duesenberg, with an even more incredible tale, but we won’t spoil it here…

Barn Find #4: Packard Merlin V-12

This one isn’t a car, but it’s worth mentioning. This beautiful monster of a V-12, designed by Rolls-Royce, was built under license by Packard to keep the Allies flying during WWII. They were used in everything from the Supermarine Spitfire and North American P51 Mustang fighters to the massive Avro Lancaster bombers. The 1649-cubic-inch engines were supercharged for high-altitude performance and churned out about 1300 hp. This model is no longer airworthy, but Leno has converted it to a running display so spectators can get an up-close look and hear the big engine sing.

Suffice it to say, Leno has some amazing cars—and the stories to go along with them—so we’re glad he’s sharing their history. You couldn’t ask for a better steward for these well-preserved relics.

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Ford shared an image of a veiled Mustang today, on the 60th anniversary of the public launch of the brand’s iconic pony car. Not much is known, but Ford has said that the covered car previews a 2025 variant that has yet to be announced.

Our first instinct was that it might be a Cobra Jet, but the hood is too flat for that to be the case. The drag-race-only Mustang Cobra Jet has worn a cowl-induction hood of late, and that seems like it would carry on no matter the powertrain. The spoiler seems a bit small for that anyway. That still leaves plenty of options. We haven’t seen a Bullitt since the last model bowed out in 2020, the same year we saw the last Shelby GT350. The gonzo GT500 ended production in 2022, and the Mach 1, which filled in the spot in the lineup left by the Bullitt, ran from 2021 to ’23. None of those seems to be likely, however. The Dark Horse appears to have filled the Bullitt/Mach 1 niche in the Mustang hierarchy, sliding in just above the GT. We’re also not too keen on a new Shelby model just yet, as there likely would have been a ton of spy photos by now of either of the Shelby models, and we wouldn’t expect a GT500 until later in the S650’s lifespan.

There are additional trims that would work for a retro-themed special model thanks to Mustang’s deep history, including the Boss 302, which we last saw in 2013. There were also rumors that a larger-displacement, pushrod engine could be coming from the Godzilla V-8 family. Boss 415 just isn’t as cool as Boss 429, but we’d still love to see that happen. Nah, too far-fetched.

If we had to guess, we’d venture that this is something new entirely. Perhaps a performance-oriented EcoBoost model? We haven’t seen a Mustang hybrid yet, but we’d be eager to try one in the same vein as the Corvette E-Ray. Is there room under that hood to package a motor driving the front wheels? Probably not, but there are still a lot of possibilities.

Do you have a guess for what this future Mustang variant might be? Let us know in the comments.

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According to a news report from AL.com, North Country Ford in Arab, Alabama, about 66 miles north-northwest of Birmingham, was the target of an ambitious burglary that netted the robbers eight vehicles with a combined value of $1.2 million. The theft occurred just after midnight in the early hours of Sunday, April 7, and was discovered on April 8.

The crime was simultaneously crude and sophisticated. The thieves managed to cut power to the security system of the dealership before breaking into the showroom by throwing a rock through a window, a technique we assume they learned by watching the 2000 remake of Gone in 60 Seconds. Once inside, the perpetrators used a laptop to open the lock on the safe that contained more than 330 keys. Grabbing the lot, the thieves selected eight vehicles and, with all of the keys in proximity, started up each car and drove off.

One of the vehicles stolen was a Dodge Challenger Demon 170 with a $158,000 price tag. The 1025-hp, limited-production muscle car is the most potent Challenger ever offered from the factory, so it should be rather easy to spot. The good news is that two vehicles have been recovered, a Jeep Wagoneer, which was recovered about 20 miles away in Blountsville and a Ranger Raptor, located in an apartment complex in Bessemer, on the southwest end of Birmingham.

North Country Ford has issued a $10,000 reward for the return of the missing keys. We reached out to North Country Ford for an update, but the dealership has been busy with the ordeal. Anyone with information on the crime or the missing merchandise is encouraged to contact the Arab police at (256) 586-8124.

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GMC has given us a carefully cropped but uncamouflaged look at the 2025 Yukon SUV, showing off the new headlight, grille, and fascia of the popular AT4 trim. There wasn’t any additional technical info in GMC’s release, but we can infer that they didn’t choose the AT4 by accident.

Currently, the AT4 trim is the only Yukon trim that can’t be optioned with the fantastic 3.0-liter Duramax inline-six turbodiesel. We expect that the 2025 refresh will remedy that situation, as is the case for its Chevrolet counterpart.

The addition of the diesel to the AT4 will likely come with a change to the diesel specifications in the rest of the Yukon and Yukon XL lineup. Initially offered with 277hp and 460 lb-ft of torque, an updated version of the 3.0-liter Duramax, the LZ0, has increased its output to 305hp and 495 lb-ft of torque.

The engine is smooth, powerful, and quiet, and returns impressive fuel economy in GM’s full-size pickups, so it’s no surprise that GMC wants to get that engine into the popular AT4 trim. GMC’s quarterly statement noted that 20 percent of its buyers select an AT4 model, making the high-end, off-road-oriented SUVs an important part of the brand’s success.

Also like its Chevrolet counterpart, we expect the Yukon’s interior to get an update with a restyled center stack. With the 2024 Acadia receiving a 15-inch, portrait-orientated center screen, it makes sense that the brand’s flagship SUV will lead the charge and at least match that dimension.

We’re not sure when to expect the 2025 Yukon to hit dealerships, but it was revealed that it would be the next product launch after the upcoming 2024 Acadia arrives this spring. GMC has promised to show off the full 2025 Yukon lineup later this year.

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As the seasons change and rain clouds make way for fresh foliage and flowers, it’s easy to start daydreaming about open-air motoring. If you, like us, have been perusing the classifieds for a reasonably priced and fun convertible, these selections might broaden your horizon. Each can be had in #3 (Good) condition for less than $30,000, and offer a mix of performance, cruising capability, classic looks, or a blend of all three. Hopefully, there’s something here that gets your gears turning and conjuring up thoughts of top-down oceanside drives or aimless canyon exploration.

2009 Pontiac Solstice GXP

#3 (Good) Value: $11,600

GM’s Kappa convertibles, sold in the U.S. as the Saturn Sky and Pontiac Solstice, were initially offered with a naturally aspirated, 177hp 2.4-liter four-cylinder engine. It wasn’t long, however, before Red Line and GXP trims, respectively, gave the twins GM’s first direct-injection engine, the 260hp 2.0L turbocharged LNF. GM even offered a tune and a 3-bar MAP sensor to manage more boost and net 290hp. The rare hardtop Solstice is a pricey collectible, but the convertible remains an affordable option. The car’s frequent criticism was its lack of luggage space. However, it does bring a solid chassis, sporty handling, and room for some serious rubber under those curvy fenders.

1998 Mitsubishi Eclipse Spyder GS-T

#3 (Good) Value: $12,400

The Eagle Talon, Plymouth Laser, and Mitsubishi Eclipse offered buyers three flavors of stylish, affordable sport compact as part of the partnership known as Diamond Star Motors (DSM), named for the combined brand logos of Mitsubishi and Chrysler. Unfortunately for Plymouth fans, the Laser never made it into the second generation of the cars, which lasted from 1994-1998, and arguably had the best design. In more bad news for fans of Mopar brands, the Eagle, while available with the same powertrains as the Mitsubishi, was not offered as a convertible. The sole DSM drop-top is the Eclipse, and the GS-T is the most potent, packing a 210hp 2.0-liter turbocharged 4G63 engine.

2012 Chevrolet Corvette

#3 (Good) Value: $22,000

C6 Corvettes are a lot of car for the money, especially the later models that ditched the 400hp, cathedral-port LS2 for the bump in displacement and better breathing of the LS3. The Grand Sport trim, with its wider bodywork, dry-sump oiling system, and track-tuned suspension, is barely out of range for this list, unless you’re in the market for an automatic. For those that insist on three pedals, the standard Corvette convertible comes in well under our price cap, and that gets you a Tremec TR-6060 six-speed manual trans, and a 430hp LS3 V-8 for a fabulous top-down soundtrack.

1971 Volkswagen Karmann Ghia

#3 (Good) Value: $22,900

Despite sharing its underpinnings and powertrain with the VW Beetle, the Type 14 Karmann Ghia managed to look special thanks to its hand-finished body and concept car styling. Marking the end of an era, the 1971 models were the last to use thinner, more elegant bumpers. Enjoy the simple, easy-to-service Beetle drivetrain and ample aftermarket to keep this curvy cruiser running in tip-top shape for very little money.

1957 Ford Thunderbird

#3 (Good) Value: $28,700

The final year of the first-generation Thunderbird brought exclusive styling with subtle fins that make Ford’s Jet Age taillights seem even more appropriate. Inside, a new dash pod with round gauges gave the ‘Bird a sportier look to reflect its boost in power over the previous year’s offerings. The 292-cubic inch, two-barrel V-8 base engine in 1957 is even more affordable, but we picked the 245hp four-barrel 312 version for our list. Both the dual-quad 312 and the supercharged 312 demand a lot more money, but a resourceful hot-rodder could tune up any of the Y-block V-8s to be plenty of fun, fun, fun.

1969 Mercury Cougar XR-7

#3 (Good) Value: $28,800

In 1967 and 1968, Mercury’s upscale pony car still had obvious Mustang roots. In 1969, things changed. Despite sharing a platform and powertrains with the Mustang, the Cougar looked like a different beast entirely, particularly in convertible form. As opposed to the Mustang’s quad-headlight front end, the Cougar’s hidden headlights were a preview of the 1970 Montego. The Cougar is a rare sight compared to a Mustang and its sweeping lines and muscular haunches make it an underappreciated example of Mercury’s muscle car-era styling. We picked a four-barrel, 351-powered example, which should provide ample power for top-down cruising. Both the 390 and 428 engine options fall outside our price range, but that’s OK, as we’re not drag racing with the top down anyway.

1987 Morgan 4/4

#3 (Good) Value: $29,800

Speaking of drag racing, aside from the air-cooled VW, this Morgan is the least likely to show up at your local NHRA test-and-tune to go heads up against the local hotshots. That’s just not its scene. Packing 96hp, this minimalist machine is hand-built for the kind of top-down motoring exemplified by Pre-War British roadsters. Morgan just kept making them that way. Narrow, close to the road, and with the wind whipping around you and the engine buzzing, normal speeds will feel like race pace. The Ford Kent 1599cc crossflow engine was produced for decades and was used in several forms of motorsport worldwide, so there’s no shortage of knowledge and parts available.

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The Silverado EV has got big shoes to fill. Luckily for the Bow Tie brand, things are looking promising for the radically redesigned, four-wheel-independent-suspension Silverado, and production is finally ramping up. We were impressed with the performance and packaging of the 4WT model we first drove in October. Chevrolet launched those four-wheel-drive work truck variants last year, giving fleet buyers the first taste of the electric workhorse. Now, Chevy is readying its mass-market retail version for debut with some good news for prospective buyers: the 400-mile estimated range for the EV RST has improved by 10 percent, to 440 miles, and the price for the decked-out RST First Edition has dropped by 10 percent, from an estimated $105,000 to a still-pricey $94,500.

As a further bonus, those RST First Edition models will bring 754 horsepower, up from the 664 hp initially stated for the RST when it was announced in 2022. The First Edition models will come with four-wheel steering, automatic adaptive air suspension, and trailering-capable Super Cruise, so they should represent the higher end of the Silverado EV market, while other trims will soon likely fill in both above and below the RST and mimic the ICE-powered Silverado lineup. The GMC Sierra Denali Edition 1 will help GM with the upper end of the market first, however. It’s set to arrive this summer, coinciding with the RST First Edition coming in “the first half of 2024,” according to Chevy.

GM’s EVs have been slow to roll out, but the Cadillac Lyriq had a great first quarter of 2024, with a majority of its buyers coming to GM for the first time. We’d expect Silverado EV buyers to be current Silverado crew cab owners, but we’re interested to see how the numbers shake out. We’re also looking forward to experiencing a 754hp all-wheel-drive launch in the RST. The wait is almost over.

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After teasing the upcoming new M5 Touring, and lots of rumors that it would be headed our way, BMW has finally admitted that the long-roof performance car will be sold in the United States. This marks the first time that BMW’s mid-size performance wagon will be available in the U.S., as neither the E34 nor the E61 versions were offered on our shores.

The E61 packed a rowdy V-10 powerplant and set a high bar for performance wagons, but the 2025 model should uphold the reputation. We expect the powerplant to be a twin-turbo 4.4-liter V-8 paired with an electric motor that brings total output into the 700 hp range. Dirk Häcker, Head of Development at BMW M, has confirmed the electrification, “We are now also installing a hybrid drive system with typical M performance in other high-performance cars.”

Camouflaged test vehicles are currently scattered across Germany and the United States, and it will soon be hitting the Nürburgring’s Nordschleife to further hone the suspension’s track prowess. We’re hoping the M5 Touring’s combination will hit the sweet spot of engaging yet liveable to make it a dream daily driver.

We’re not sure what finally prodded BMW to offer the M5 in the U.S., although BMW said that “enthusiasts across the country have made their voices heard.” Perhaps the positive response to Audi’s RS6 Avant spurred things along. Pssst. . . Cadillac. . . Are you seeing this?

BMW noted that production of the 2025 M5 Touring will begin at the end of the 2024, so you’ve got time to make room in your garage and also rationalize your purchase. Just remember, it’s got room for the family and groceries—that means it’s practical.

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It’s a good time to be a truck fan. If you’re a buyer shopping for an off-road pickup, the options available are staggering. We continue to be impressed with the terrain that new 4x4s can tackle straight off the showroom floor while still managing to be comfortable daily drivers. Brand, size, powertrain—take your pick, there are options aplenty.

But ever since we got behind the wheel of Chevrolet Silverado’s top off-road trim, the ZR2, we knew it was special. Its combination of locking differentials, dynamic spool valve Multimatic dampers, and a mild lift (that allows it to fit 33-inch tires) place it in a sweet spot. It’s not too wide, and its suspension eats up just about anything you can throw at it on the trail without compromising its highway manners. We raved about it when we first drove the truck in 2022, but even then we wondered how it would fare with the brand’s 3.0-liter Duramax diesel rather than the fan-favorite 6.2-liter gasoline V-8. (We wish we could take the credit for Chevy equipping the 2024 ZR2 with the inline-six diesel, but we don’t have that much sway.) Nonetheless, we jumped at the opportunity to try out this new-for-2024 powertrain.

The Duramax-powered Silverado 1500 ZR2 looks exactly like its 6.2-liter V-8-powered counterpart, but the engines’ sound and feel are markedly different. The inline-six has a distinct diesel growl at idle. The personality of the 3.0-liter Duramax—its smoothness, rumble, and subtle turbo sound—never lets you forget you’re driving a diesel. Performance is potent: tip into the throttle and the engine responds with immediate, effortless torque. Even climbing grades on the highway, engine speeds rarely climb above 2000 rpm, instead letting boost do the work. Really get on the throttle, and the turbo spools up as the engine easily revs toward its peak power of 305 hp at 3750 rpm. It wasn’t long ago that the ubiquitous 5.3-liter V-8 was producing 305 hp. Of course, the 3.0-liter Duramax produces its power in a more relaxed manner. Peak torque arrives at just 1500 rpm.

Specs: 2024 Chevrolet Silverado 1500 ZR2

• Price: $71,795/$75,800(Base/as tested)
• Powertrain: 3.0-liter inline-six turbodiesel, 10-speed automatic transmission
• Output: 305 hp, 496 lb-ft of torque
• Layout: Four-wheel-drive, four-door, five-passenger full-size pickup truck
• EPA Fuel Economy: 20 mpg city, 22 mpg highway, 21 mpg combined
• Competitors: Ford F-150, GMC Sierra, Nissan Titan, Ram 1500, Toyota Tundra

Before we ventured off-road, we used the ZR2 just like any other pickup in Los Angeles: running errands, heading to the next town over to get lunch, and tossing hardware store purchases in the bed. We’d logged about 90 miles of mixed driving before the digital fuel gauge seemed to register anything other than a full tank. We expected to see this big, blocky truck and its 33-inch tires to take a bigger toll on the fuel economy; compared to the 6.2-liter ZR2’s EPA rating of 14 mpg city, 17 mpg highway, and 15 mpg combined, the Duramax ZR2 has a rating of 20 mpg city, 22 mpg highway, and 21 mpg combined. In practice, that seems laughably underrated. The city rating seems about right, but we easily exceeded the highway rating if the truck’s dash readout is to be trusted. After we noted the strangely sluggish fuel gauge, we decided to top off and hit the highway again to get a more accurate test. We got on Highway 101 and headed west out of California’s San Fernando Valley. With the air conditioning on, and without any hypermiling tricks such as drafting behind semis, we saw a reported 30 mpg over an 18-mile stretch. The 60-mile loop we had planned saw us briefly encounter traffic in each direction, dropping to a reported 28 mpg average. That seems like a reasonable number that could be hit on longer drives.

Even with our slow-going, dirt-road driving through the hills of Santa Clarita and the initial giddy, lead-footed romps to uh. . . evaluate the Duramax’s throttle response, our total average fuel economy easily bested the EPA’s 21 mpg combined rating by 15 percent. Double-checking the dash’s calculated mileage with the odometer and our receipt from the pump, we found the onboard computer to be highly accurate. It underreported fuel economy by just a tenth of an MPG.

Off-road, the Duramax ZR2 was just as willing to take on rutted trails and sandy whoops as its gasoline counterpart, however, it came with a tradeoff. Despite its aluminum block and cylinder head, the diesel’s turbocharger and associated charge cooler add a bit of weight to the front of the Silverado. It’s not much, but it’s noticeable. The diesel removes only 100 pounds off the gasoline ZR2’s tow rating, so we’d assume that correlates to the added mass. For slow going up tough sections of trail, the 3.0-liter’s abundant torque and the transfer case’s low range make for a formidable team.

Chevrolet has positioned the Duramax as the base engine in the ZR2, with the excellent 6.2-liter V-8 a $1695 option. The V-8 is rowdy, with excellent throttle response and a willingness to hoon. It’s the devil on your shoulder goading you to send it over the whoops and kick up a rooster tail on the dune. The Duramax is on the other shoulder, suggesting you load up some gear and venture to that quiet camping spot way out in the desert, letting the truck’s range and sure-footed crawling ability ensure you get there and back. It’s a testament to the Silverado ZR2’s versatility that it can have such disparate, perceptible personalities. Of course, if you decide to send the Duramax ZR2 a bit too aggressively off an incline, or in our case, misjudge a bump on a trail, the suspension will shrug off what would have otherwise been a jarring jolt. The Multimatic dampers’ ability to soak up impacts remains impressive, even seven years past the date they first appeared on the Colorado ZR2. Compared to the ¾-ton GMC AT4X AEV that we recently tested, the ½-ton Chevy counterpart is more maneuverable and offers a smoother ride, as to be expected.

Whether or not the 3.0-liter Durmax makes sense for you will depend on what you ask of the truck. You’ll have to do the math for yourself and also factor in the cost of filling the Duramax’s Diesel Exhaust Fluid (DEF) tank every few thousand miles. For our test, which we did in Southern California, diesel was closest in price to 87-octane gasoline. It often comes in even cheaper, albeit by a slim margin. Considering the mini-Duramax returns an EPA-estimated 40 percent increase in fuel economy compared to the ZR2’s 6.2-liter V-8, which requires 91 octane, the savings could add up over the course of the vehicle’s lifetime.

There’s not much we’d change about the ZR2. However, we wouldn’t mind if the ZR2’s awesome suspension and lockers were an option package rather than a trim. And as comfortable and decked-out as the ZR2’s interior is, we’d like the choice to configure a Custom trim with all of the ZR2’s capabilities of the ZR2 without a mandatory leather-wrapped interior. To its credit, Chevy does let buyers build a Custom Trial Boss with a factory-installed lift kit. Further, we know that crew cab, short-bed trucks are the most popular, and we do have a propensity for craving the forbidden fruit, but a Double Cab ZR2 with a slightly longer bed that has the same overall length might fill an interesting niche for those looking to build an overlander’s basecamp that favors extra bed capacity.

Sigh … such a rig would probably only sell in the triple-digits, so we understand. Sort of.

2024 Chevrolet Silverado ZR2 1500

Highs: Do-it-all suspension. Smooth, quiet powertrain with impressive fuel economy and range.

Lows: Opting for the diesel means no raucous and rowdy V-8. ZR2 suspension comes with a towing capacity penalty: an 8700-pound rating for the diesel compared with 8800 pounds for the 6.2-liter gasser.

Takeaway: The 3.0-liter Duramax ZR2 feels like a special truck—unique in its class for its mix of raw performance and real-world practicality.

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Steve Morris knows his way around V-8 drag race engines, especially those with forced induction. He’s developed his own engine blocks and heads for the fastest drag-and-drive cars in the world. His company’s big-block-Chevy-based engines can produce more than 3,000 hp and survive events like Hot Rod Drag Week and Sick Week that involve hundreds of miles on the road and a dozen passes down the strip. It’s safe to say he’s spent lots of dyno time developing engines for his customers. In his 25-year career as an engine builder, he’s never seen a mechanical failure as bad as the one he just had. The video he posted to YouTube highlights the carnage.

Steve and his customer, former NBA first-round draft pick and FIBA gold medalist Tom Hammonds, have been working on an LS-based engine to take on the NMCA Xtreme Street class. After his NBA career, Hammonds made a name for himself as an NRHA Pro Stock driver before moving to his current car, a beautiful 1969 Camaro with a Jerry Bickel chassis powered by an 8,000-rpm, 6.0L LS V-8. His car runs more than 150 mph in the eighth mile, which requires a delicate balance due to the class’s small tires.

Morris and Hammonds were at the dyno console testing the nearly 2,000hp engine when a mechanical failure caused its centrifugal supercharger to explode and send bits of cast and billet aluminum flying through the dyno room. A chunk of the centrifugal supercharger flew almost straight forward and blew through the polycarbonate window, heading right between Morris and Hammonds, neither of whom was seriously harmed during the violent event.

We think of aluminum as a light material, but only because of its strength compared to heavier metals. In truth, it’s denser than concrete. Imagine the energy behind those sharp pieces of aluminum shrapnel, and you quickly understand why engine builders clear the room when dyno testing powerful engines to their limit.

The aluminum pierced the drywall, the engine’s fabricated aluminum intake tube, and the dyno’s oil and fuel tanks. Aside from the piece that flew between Morris and Hammonds, other chunks flew straight through the ceiling and the door to the dyno room. It wasn’t just the engine, the dyno machinery itself took a lot of damage.

Morris tried to uncover the cause of the destruction, which seems to have stemmed from the engine shearing the flywheel bolts. The engine, running at full-throttle and suddenly finding itself with no load holding it back, immediately revved to 11,800 rpm. That led to the supercharger, rated to run at a max rpm of 65,000rpm, to exceed 105,000 rpm. It’s no wonder the thing came apart.

The engine teardown showed that the valvetrain remained intact, with the rockers where they’re supposed to be. Unfortunately, there were pieces of supercharger where they definitely weren’t supposed to be, including inside the intake ports and the cylinders. It appears that the block and heads will survive to race another day, but plenty of parts will need to be replaced just to be safe.

We’re sure Morris and his team will have his dyno up and running again shortly, and Hammonds will soon be back with an angry LS V-8 that churns out nearly 2,000 hp. This video reminds us that it’s not easy to run on the bleeding edge of performance and that horsepower can turn ugly when it escapes in sudden and violent ways. Stay safe out there.

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Earlier this year we weighed in on the news of a lawsuit hoping to end racing at Monterey’s historic WeatherTech Raceway at Laguna Seca. We poked fun at the absurdity of the lawsuit and also did some real journalism to bring the facts to light. Now we can pass on the news that Laguna Seca plans to operate its 2024 season as planned, as a settlement has been reached.

Those who brought the suit secured a commitment that a sound impact assessment will be conducted (though such an assessment had already been in the works), and that the track will make improvements to sound mitigation where feasible. Now that the suit has been settled, the County of Monterey may move forward with its agreement, authorized in July 2023, with the non-profit organization Friends of Laguna Seca for management of the facility.

In February, we spoke to Bruce Canepa, long-time vintage motorsports enthusiast, racer, restorer, and Vice President of Friends of Laguna Seca, the organization responsible for overseeing operations at the county-owned facility. At that time, he was confident that the law and the will of the public would both be in favor of continued racing at the storied track. After the settlement, Canepa was quoted in a story published on the track’s website:

“I grew up watching races at Laguna Seca and have raced there since the late 1970s, I have a lifetime passion for this facility and want to see it be preserved for future generations. With Friends of Laguna Seca, we’ve built a team of individuals who share the same passion, paired with business acumen, to make Laguna Seca the place we’ve always hoped it could be.”

This certainly seems like a win for the county as well as enthusiasts. We hope that this settlement brings stability to the venue, and that Friends of Laguna Seca can keep the beautiful and challenging track updated to remain a Monterey Car Week highlight as well as a bucket list destination for racers of all kinds.

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From 1949-1961, GM’s lavish Motorama shows gave the public a peek inside the company’s design studio and a hint at the future trends that were still years away from production. Chevrolet’s longest-running car nameplate, Corvette, made its debut at Motorama. Unfortunately, not all of the cars built for Motorama were seen as the rolling works of art that they were. Many were cut up, discarded, and forgotten.

Lucky for us, Joe Bortz, an intrepid collector and lover of one-off cars, has spent decades tracking down these special cars. Along with the help of his son, dozens of cars have been saved and either preserved or restored. The six vehicles on display at the Petersen as a part of the exhibit titled GM’s Marvelous Motorama: Dream Cars from the Joe Bortz Collection, show the spectrum.

This pair of LaSalle concepts debuted as GM considered a return of the LaSalle brand as a premium car smaller than Cadillac. Now, the roadster and sedan show the fruits of a painstaking restoration as well as the as-found condition. These were each supposed to be powered by an all-aluminum DOHC V-6 with fuel injection, although the engine program never advanced. Both cars have representations of those engines that lack internals.

1952 Pontiac Parisienne

While most of the Motorama builds were forward-looking concepts, this glamourous Pontiac was a look at the past when town cars and chauffeurs were the norm for luxury cars. It’s powered by Pontiac’s flathead straight-eight for quiet, stately power.

1953 Buick Wildcat

With its sweepspear body line and fender-top ventiports, there’s no mistaking this topless two-door as anything but a Buick. What you might not notice at first is that this sporty roadster features a fiberglass body. The wonder material was famously used in the production Corvette, although GM used the composite to build plenty of Motorama cars as it allowed designers to quickly create complex curves.

1955 Chevrolet Biscayne

This strange concept would pave the way for several GM designs that would debut over the next several years. While none of Chevy’s production models resembled a happy robotic crab like this little suicide-door hardtop, we can see some 1958 Impala in the C-pillar. The “Astra-Dome” windshield previewed the 1959 Chevrolet full-size models and the beltline that wraps around the back showed up in the first-gen Corvair. Joe Bortz restored this car after finding it cut in half and discarded in a scrap yard.

1954 Pontiac Bonneville Special

Before the XP-833, there was another swoopy, two-seat, fiberglass-bodied Pontiac with inline power. The Bonneville Special would give the inline-six-powered Corvette a run for its money thanks to its hot-rodded flathead straight-eight that had a lumpy cam and a quartet of side-draft carbs. It was rated at 240 horsepower, roughly double the output of a standard Pontiac 268 engine. We love the bubble-top, the exposed wheel of the rear-mounted spare, and the gauges that are spread wide across the dash. We also appreciate the Utah license plate that references the Bonneville Salt Flats. This fantastic find is presented in its unrestored state and still looks amazing despite the crackling paint.

If you’d like to see these cars in person, and perhaps venture to the Vault, you can find tickets to the Petersen Automotive Museum here.

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Easter Jeep Safari is a massive gathering of 4x4s that sees off-roaders flock to Moab, the unofficial rock-crawling capital of Utah, for the yearly festivities. Jeep has regularly used Moab as a proving ground for its vehicles, as the slick rock, sand, and mud offer challenging terrain that tests a 4×4’s articulation, grip, and general usability.

The brand also values Moab as a place to show new Jeep designers and engineers some of the extreme use cases that the vehicles need to endure, as well as learn how buyers modify their 4x4s. It has a history of bringing outlandish and capable builds to the annual gathering at Moab, many of which have previewed future production options like 35-inch tires and even several Wrangler-based pickups years before Gladiator hit the market.

For 2024, Jeep will be showing off four builds on the trails around Moab that display the broad spectrum of Jeep capability.

Willys Dispatcher Concept

Chris Piscitelli, Senior Manager Jeep Exterior Design, described the Willys Dispatcher as a celebration of “Post WWII Americana.” Based on a 2024 Jeep Wrangler Rubicon 4xe, the Willys Dispatcher uses a two-inch lift and a pair of Dana 50 axles to fit 16×7-inch steel wheels and 36-inch Super Traxion tires. The relatively skinny tires, “Willys” embossing on the hood, and Warn 8274 winch are all retro off-roading throwbacks. So are the simple steel bumpers and the custom Element 115 green paint that evoke ‘50s design. The retro theme continues inside, where the factory seats ditched their headrests and wear distressed saddle leather upholstery with houndstooth inserts. A Jeep Performance Parts vinyl floor covering replaces the carpet to continue the retro theme.

Low Down Concept

Revisiting the Lower Forty concept from 15 years ago, Low Down is all about fitting massive tires while keeping the center of gravity low. Its stock Rubicon 392 suspension was left as is, and its Dana 60 axles still manage to wear monster 42×14.5-inch tires on 20-inch beadlock wheels. Repositioned front fenders and some trimming of the bodywork allow the tires to fit. While it’s a four-door, the rear handles were shaved to give a clean appearance and mimic the extended-wheelbase two-door JK that Jeep fans have nicknamed “LJ”.The interior of Low Down is devoid of screens “because racecar.” It also doesn’t have a radio because its exhaust is all the soundtrack you’ll need.

Some of the inspirations for Low Down include ‘60s Ferrari race cars and the Lancia Stratos. That inspiration is clearly reflected in the hood bulge. The clear bubble is perforated by eight holes as an homage to vintage race cars and to denote the V-8 powerplant. The result is a rowdy rock-crawler that offers approach and departure angles of around 90 degrees so that it can approach nearly vertical rock walls, with enough power to climb them.

High Top

Matt Hilburn, Manager Mopar/Jeep Performance Parts Design, said that the idea of High Top was to show how much performance could be had in a Gladiator that was still attainable. Its Dana 60 axles are filled with 5.38:1 gears to help the V-6 powertrain tame the mass of 40-inch tires and 18×9-inch KMC Grenade beadlock wheels. An AccuAir adjustable suspension provides the lift to clear the tires while flexing on the trail while still staying relatively low for on-road jaunts.

A set of JPP concept flat fender flares cover the tires and an AEV front bumper provides trail protection and a tidy place to mount a Warn winch. Its Gingersnap Metallic paint and satin black graphic are a throwback to ‘70s and ‘80s J10 pickups. The color scheme is inverted for the interior, where Alea leather seats use black diamond-quilted inserts and bolsters.

Vacationeer

In another bit of throwback design, the Vacationeer is Jeep’s take on a road trip vehicle that balances off-road capability and on-road comfort. Finished in a retro green called “Spearminted”, the Vacationeer looks like last year’s Grand Wagoneer Overland with a decidedly ’60s slant. Its fascia and reshaped wheel wells, along with a 1.5-inch lift, fit 35-inch BF Goodrich mud-terrain tires on 18×9-inch Method 701 eight-spoke wheels finished in white as a nod steel wagon wheels. In another vintage homage, this big hauler got a touch of wood paneling. The 3D wood stripe is not the usual billboard we’re used to seeing of the Brooks Stevens Wagoneers, but it’s appreciated nonetheless.

Just like the concept from last year, this Jeep ditched the second and third-row seats and second-row sunroof to make way for an access port to the Redtail Skyloft rooftop camper. This time, however, Kiel James Patrick helped with the interior design. The seat upholstery and bedding in the folding camper feature a matching print that incorporates classic Jeep models.

If you happen to be in Moab for this year’s Easter Jeep Safari, keep an eye out for these concepts as well as past concepts, as they’ll be taking to the trails for the week-long event to show what Jeep vehicles are all about.

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Ford is giving Ranger Raptor buyers another reason to be excited about owning the midsize off-roader. Starting this June, the Ranger Raptor Assault School will open at the Ford Performance Racing School in Tooele Valley, Utah. The one-day instruction will give 2024 Ranger Raptor owners a foundation of skills that will help them put the ability of their new trucks to good use. Instruction will cover several off-road scenarios, including rock crawling, high-speed desert runs, descending, side-hilling, and braking.

Not only will attendees learn valuable skills, but Ford will provide the trucks for participants to drive, and the cost is included in the purchase price of a Ranger Raptor. Attendees must provide lodging and travel, but Ford will even spring for meals.

“Our goal is for owners, whether novices or off-road veterans, to experience the full capability of Ranger Raptor and get a true understanding of the passion and attention to detail that Ford engineers put into developing it,” said Will Ford, Ford Performance general manager.

New off-road vehicles can climb tough trails and sail over whoops, but it can be intimidating, even for experienced drivers. We’ve been able to sample some of Ford’s previous driving events, like the Bronco Off-Rodeo, and have come away impressed. Besides, it’s always great to learn about the capabilities of your vehicle with a professional on hand.

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Chevrolet has given its Silverado lineup a broad range of powertrains, trim levels, and cab configurations to capture a huge swath of the pickup truck market. The Silverado’s current generation, first launched in 2019, continues to adapt and improve. We recently nabbed a highly optioned 1500 High Country to see how its newest tech stacks up.

The Silverado 1500 remains a very comfortable place to spend your time, with a roomy cabin for both rows of seats and a pleasant ride that shakes off poor pavement surfaces and isolates the driver and passengers from both road and wind noise. Even when equipped with the optional 22-inch wheels as our tester included, the ride quality was top-notch.

Since we’ve driven plenty of the current-generation Silverado in various trims, one of our top priorities was to experience Super Cruise hands-free driving. Our test drive coincided with a recent expansion of Super Cruise availability, as the compatibility now includes 750,000 miles of roads in the United States and Canada. Major freeways and highways were among the first to roll out, but the expansion now also includes smaller connecting highways.

We tried Super Cruise on some of Southern California’s biggest freeways as well as some of its smaller, windier ones. To use Super Cruise, the driver must first engage adaptive cruise control. That makes perfect sense, especially if you consider adaptive cruise control as the next step in driver assistance above standard cruise control, and then Super Cruise as its progression. If the vehicle is on a compatible highway, pressing the Super Cruise button on the steering wheel will start the system and inform the driver to keep their eyes on the road. A camera mounted on the steering column keeps tabs on the driver to ensure they’re paying attention. We drove during the day, at night, and in the rain, and Super Cruise was only stymied on a few occasions. One such example was a curving portion of a small, two-lane highway when we couldn’t engage Super Cruise even though the road appeared to be part of the system’s network. Instead, we were told that our speed, which was keeping up with the flow of traffic, was too great. Okay, we may have been over the speed limit, fair enough. Once we dropped our speed a bit, Super Cruise took the wheel.

We have to admit, we’re still getting used to the concept of hands-free driving. With just a few hours of experience, the process is a bit disconcerting. On straight sections, the vehicle’s course corrections match what you’d expect from a human driver. On curves, however, the minute steering corrections seem odd. The constant small adjustments happen about twice a second. Although these adjustments don’t look smooth, they don’t transmit to the occupants, either. It’s just that watching the adjustments of the wheel, you can almost picture a computer anxiously muttering to itself as it makes its way through a curve.

The one downside to Super Cruise is that it is very conservative. Of course, that’s how you’d hope it operates. However, when surrounded by other drivers who are assertive or even aggressive with their passing, Super Cruise’s automatic lane-change function can meet its match.

For example, when approaching a driver in the number two lane who is going under the speed limit when there’s no good reason to do so, Super Cruise will match that vehicle’s speed at a safe distance. Now two vehicles are driving slower than the flow of traffic, and everyone driving with the flow of traffic will make moves to get around them both. Despite the Silverado’s 420-hp V-8 and a responsive 10-speed transmission, Super Cruise will wait, left turn-signal blinking, looking for a large opening in traffic before initiating a lane change. The maneuver is aborted if anything fills whatever void that Super Cruise deems large enough to be safe for a lane change. All of this information is relayed via the driver information center dead ahead in the dash, so it’s not a surprise.

After a few of these aborted passes, however, we took over for Super Cruise, stomped on the gas, and easily made the pass. If we hadn’t intervened, normal traffic would have kept passing and Super Cruise would have been happy to follow at a safe distance behind the 55-mph rolling chicane. That said, it’s exactly how you’d hope a driver-assist system would function. Any driver-assist function naturally requires some sort of trust, and Super Cruise helps build that trust by being conservative and communicating with the driver.

With the speed, following distance, and course corrections handled by Super Cruise, the driver can focus on surrounding vehicles, upcoming traffic, and road hazards. For our short trips, Super Cruise remained a novelty. On longer trips, the ability to relax your shoulders, sit back, and delegate the monotonous course corrections to Super Cruise could help reduce fatigue and improve alertness.

Whether you trust an advanced driver-assistance system in your vehicle is up to you, but that could change over time. If GM’s Super Cruise, Ford’s Blue Cruise, and the like continue to improve with oversight that helps steer things along a safe course, perhaps many of those who resist the technology will be won over. We were once skeptical of adaptive cruise control, just as there once were those who scoffed at plain old cruise control when it was introduced.

2024 Chevrolet Silverado 1500 High Country

Highs: The Silverado remains roomy, comfortable, and powerful. Super Cruise expansion brings impressive coverage and an intuitive interface.

Lows: Luxurious High Country trim still plays second fiddle to its GMC Sierra Denali cousin.

Takeaway: The Silverado continues to impress, but with the pickup market stretching even more upscale, there’s probably room in the lineup to bring the High Country some flashier interior colors and luxury amenities. Super Cruise could help it win some customers.

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The rumors were correct, 2024 will mark the final year for the 470hp Jeep Wrangler 392 Rubicon. Jeep will build 3700 Final Editions to commemorate the rowdy, solid-axle brute: 3,300 for the United States, 300 for Canada, and 100 for export. They’ll each come loaded with the best off-road equipment Wrangler offers.

All 2024 Jeep Wrangler 392 Rubicon models have benefited from upgrades made to the whole Wrangler lineup, including an improved UConnect 5 infotainment system. Further, every 392 Rubicon model was already equipped with upgraded frame rails, a two-inch suspension lift, and improved brakes. For 2024, the Xtreme 35 tire package with 35-inch BFGoodrich all-terrain tires is standard on all 392 Rubicon models as well as improved sound deadening with acoustic front glass, heated seats and steering wheel, 12-way power front seats, and an integrated off-road camera.

All of that made the Rubicon 392 even more capable and comfortable. To set the Final Edition apart, it packs an 8,000-pound Warn winch, rock sliders, a grille guard, a tool kit, and an extra half-inch of suspension lift. Each 392 Final Edition will wear unique hood and fender vent decals and feature leather-trimmed seats with Mayan Gold and Tupelo accents. A shifter medallion and rear swing gate plaque will further identify the last of the V-8 Wranglers.

The Wrangler Rubicon was already quite a lot of Jeep, but when off-roaders modified their trail-going jeeps with tall tires and loaded them down with a week’s worth of gear and supplies, the venerable 3.6-liter V-6 could bog down. The 392 manages to shrug off the additional mass of 35-inch tires and do it with a rumble you can’t get with a V-6. Buyers will miss the 392 when it’s gone, but we think that Jeep will have an answer as the Straight Six Turbo seems ready to pick up the Hemi’s mantle.

The Rubicon 392 was never a value proposition, and the Final Edition will be the priciest yet. Ordering is now open for the limited-production Final Edition models at a hefty $101,890.

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Last year was a pretty good one for the VW ID.4 in America. The compact EV crossover comprised 11.5 percent of VW’s total sales in 2023, and the majority of those buyers were new to the brand. (Conquest sales are a big deal.) VW is hoping to keep that momentum going by making constant updates to the ID.4, including some major ones for 2024. We’ve had a few opportunities to test this all-electric compact crossover since its launch for the 2021 model year, each of which we walked away from with a sense that there was, indeed, room for improvement.

We spent a morning driving around Los Angeles suburbs, highways, and mountain roads in the 2024 ID.4 to get a feel for some of the changes VW made. Our most serious complaints were: lack of driver engagement, unsettling brake and suspension tuning, and a maddening user interface for the center touchscreen.

For starters, this year’s ID.4 has more power than before. The rear-drive Standard and S models use a 62-kWh battery and single electric motor that deliver 201 hp, 229 lb-ft of torque, and 206 miles of estimated range (down from 209 miles in 2023). We drove a Pro S trim that uses a single electric motor to power the rear wheels, albeit with a larger 82-kWh battery that carries an EPA-estimated 291-mile range (up from 275 miles in 2023). Power in the RWD Pro models is now up to 282 hp and 402 lb-ft of torque thanks to a new motor that packs more copper windings and features a more power-dense package. Along with the extra power comes improved cooling and efficiency. The added power drops its 0-60 mph time from an adequate 7.7 seconds to a brisk 5.9 seconds. For those looking for more gusto, all-wheel-drive trims, which exclusively use the 82-kWh battery, now offer 335 hp and a 263-mile range rating (up from 255 miles in 2023).

The Standard trim has a starting price and destination of $41,162, while Pro models with the ID.4’s best range start at $45,290. AWD models begin at $49,090. Because the ID.4’s battery cells are domestic in origin and assembled at VW’s Chattanooga, Tennessee plant, all 2024 examples are eligible for the $7,500 federal tax credit.

Specs: 2024 Volkswagen ID.4 Pro S

• Price: $51,420 / $51,815 (base / as-tested)
• Powertrain: 82-kWh lithium-ion battery, rear electric motor, single-speed transmission
• Horsepower: 282 hp
• Torque:  402 lb-ft
• Layout: Four-door, five-passenger, rear-wheel-drive unibody SUV
• EPA-rated MPGe: 122 city, 104 highway, 113 overall
• 0-60 mph: 5.9 seconds
• Competitors: Hyundai IONIQ 5, Kia EV6, Ford Mustang Mach-E, Tesla Model Y, upcoming Chevy Equinox EV

Benefiting from the low center of gravity typical of modern EVs and the immediate torque from the rear drive unit, the ID.4 was surprisingly competent and fun on canyon roads. At a minimum, it does a nice job of hiding its roughly 4600-pound curb weight. While we didn’t push the car to its absolute limits, the ID.4 didn’t react to forceful acceleration or braking with the unsettled body motions that we described experiencing in earlier models. VW says it didn’t tweak the suspension for 2024, but that the regen is “slightly higher” and that the pedal mapping is “a bit more direct in the drive modes.”

Shifting from standard drive mode to “B” increases the force of regenerative braking. The difference is noticeable but not abrupt—lifting off the throttle doesn’t press one forward into the seatbelts. On our downhill drive through the canyons and back to the highway, we witnessed the regenerative braking gauge in the dash cluster reach nearly three-quarters of its total capacity without pressure on the brake pedal. Even at full regen strength, however, the ID.4 is not capable of one-pedal driving. In order to reach a complete stop, the driver must apply braking force via the pedal.

Whether in the canyons or on urban streets, the throttle response and regen braking felt well-tuned and did not surprise or throw us for a loop in any way. Compared with past ID.4s, a driver new to EVs would have no problem getting used to the ID.4.

Despite its compact footprint, the ID.4’s interior offers more than adequate space for tall drivers thanks to a slim center console that retains plenty of legroom. Our only complaint on ergonomics is the placement of the forward section of the door armrest that houses the mirror adjustment. It’s right where the driver’s left knee tends to be when their foot is on the dead pedal. It doesn’t have a stitch of padding. Other than that, the packaging is efficient and the shallow-bolstered seats are very comfortable, with a satisfying give to the foam.

Just like previous ID.4 models, the binnacle for Volkswagen’s ID.Cockpit digital display appears to sit on top of the steering column rather than integrated with the dashboard. It is not the most elegant design choice, but it efficiently delivers all the necessary information. As for the interior materials, there is quite a bit of piano black and not many physical buttons. The buttons that do remain (operating the headlights, fog lights, and front/rear defrosters) are on a rather flat, rubber-covered panel on the dash by the driver’s left knee. It seems appropriate for a UTV or boat and strangely out of place in the ID.4.

VW seems to have heeded critics of the previous ID.4’s user interface. Compared to when it launched in the United States, the 2024 model boasts a larger infotainment screen, now measuring 12.9 inches diagonally, combined with improved software that better recognizes voice commands. The bottom edge of the 12.9-inch screen is now devoted to permanently displaying HVAC controls, which now illuminate in dark conditions. That remedied some of the most vocal complaints leveled against the previous iterations of the ID.4. Those often-used controls were previously layered one menu deep in the software interface.

While there still aren’t any dedicated physical buttons for the center stack (apart from the hazards) it’s a lot better than the interface in the ID.4’s very distant Volkswagen Group cousin, the Lamborghini Huracan Sterrato. At least on the ID.4, some of the most-used functions get steering wheel controls. But then, a hum-drum electric family car should be a bit more approachable than a 600-hp mid-engine pseudo-rally car, right?

As VW plans to roll out more EVs, ranging from the Microbus-successor ID.Buzz and the mid-size ID.7 electric sedan, the ID.4 will remain a major player in the brand’s future strategy. Continual improvement in response to customer and critical feedback is never a bad thing. The ID.4 offers decent range for the money, though its topline figures still lag behind the Ioniq 5 (303 miles), EV6 (310 miles), Model Y (310 miles) and Mustang Mach-E (312 miles). On the plus side, the ID.4 benefits from considerably better packaging than its rivals, resulting in more usable passenger and cargo space. As an everyday EV, if that type of car works for your lifestyle, the ID.4 deserves to be in the conversation.

2024 Volkswagen ID.4 Pro S

Highs: Competitive pricing; domestic production/battery sourcing make it eligible for tax rebates. Roomy interior with comfortable seating. Practical improvements to infotainment, as well as improved power and efficiency.

Lows: Interior is a bit drab, and the infotainment is still far from top-of-class. Still no one-pedal driving mode.

Takeaway: The Volkswagen ID.4 is a solid compact EV SUV, particularly for the price- and cargo capacity-conscious. Improvements noted.

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We tell everyone who will listen, and even some who don’t, that Bonneville Speed Week is among the greatest events in the country. The racing is phenomenal. The camaraderie is second to none. Even when competition is delayed due to weather, seeing the hot rods that make the pilgrimage to the salt each year makes the trip worthwhile.

During last year’s rain-delayed Speed Week, we spotted Ben Smith’s duo of matching hot rods. The Model T roadster and Model A sedan looked unique in that they were understated yet eye-catching. Their construction appeared totally no-nonsense, which led us to ask Smith about how he came to own such a well-matched pair of prewar Fords.

Smith had wanted a hot rod of some sort for ages, but he never had a place to keep one. It wasn’t until he got a three-bay shop behind his home in Lynwood, Washington, that he could finally take on the project he’d been planning for years. His background in building off-road trucks and oval-track race cars gave him the foundation he needed to bring his vision to life.

His first step was to trade for a fiberglass Model T body. He then put his metal fabrication skills to work by building the chassis from scratch. The rear suspension uses trailing arms and a Panhard rod to locate a Ford 9-inch axle pirated from a Bronco. The coil springs mount to a tube that closely follows the curves of the back of the cab. It ties into the roll hoop which is supported by tubes that stretch to the frame rails.

Smith wanted to enjoy the T with others, and that meant making it roomy enough for him and a copilot. Noting that he’d rather sit in the car than on it, he split the body down the middle and widened it by six inches. The body was seamlessly fiberglassed back together over some wood reinforcements.

When it came time to find a powerplant for the T, Smith found a few used Chevy small-blocks, but none of them panned out. The engine he ended up with is one of three built for a boat. Dyno testing on all three examples showed that this one was a bit down on power, so he purchased at a discount what amounted to the runt of the litter. He swapped the cam, bolted on a Turbo 350, and has been enjoying it ever since. With so little mass to haul around, it’s more than enough power to get into trouble.

The T was built to be driven, so Smith wasn’t concerned with impressing show judges or anyone else. The result of form following function is still very pleasing, although Smith describes it as “nothing too fancy.” Dive a bit deeper and you’ll notice a couple of concessions to utility; for example, if the body got in the way of anything that would make maintenance difficult, Smith added an access panel. The simple and functional fuse/switch panel is mounted in plain sight and easy to reach. That’s a driver’s version of hot rod engineering.

To keep the budget in check, Smith opted for new parts that merely look old, rather than scouring swap meets and paying big for correct vintage parts. “I kind of just threw stuff together that I could afford that was easy to get. I’d rather drive than hunt.” Consequently, a lot of the car’s parts came from the Speedway Motors catalog. Some of the new parts he purchased were discounted—scratch and dent examples. They saved money but required some extra elbow grease to look presentable.

Building the Model T took Smith about a year. “I just wanted something affordable and easy,” he said. The car was the first test for his hot rod vision panning out in real life. Smith enjoyed the T-bucket for a year or two, but eventually, he got the itch to build another hot rod. He already had some finned Buick brake drums … and it would be a shame to let them go to waste.

Thus began Smith’s Model A. The real start of the project began with an already-chopped and channeled coupe body that needed quite a bit of work. First, however, the top was a bit crooked. Smith remedied that with some careful bodywork. He also shaped the shallow-curved roof panel on an English wheel, doing the work himself—no small feat for an amateur bodyman. Like the T roadster, his A coupe was born of Smith’s love of traditional hot rods. “I just like clean and simple,” Smith told us, “If it doesn’t need to be there it shouldn’t be there.”

Naturally, Smith’s “clean and simple” Model A does have some aesthetic touches that any hot-rodder would appreciate. Note the shortened ’32 Ford grille shell, which is a classic addition to any A coupe hot rod. Smith dressed up his interpretation with the elliptical grille from a ‘50s screen door. Another nice touch is the steering: The Pitman arm and steering box are mounted inside the cab, while the drag link exits from a scoop mounted low in the cowl.

These days, Smith has slowed down on building oval track cars and off-road trucks. However, he still does build oval track engines. The A is the beneficiary of one seriously stout small-block Chevy that isn’t too far off from what you’d find slinging dirt and getting sideways on a fairgrounds track on a Saturday night. The 370-cubic-inch short block is topped with cast iron World Products heads, a Weiand intake, and a Carter AFB carb. Like the T, it sends power to a Turbo 350 transmission and then to a Ford 9-inch rear axle. Rather than a junkyard Bronco, this rear axle is from Quick Performance.

The roadster’s body is finished in a hot rod flat black, with the remaining pieces sprayed in gloss black. Smith wanted something just a bit different for the coupe, and after waffling on the decision for months, he decided on a custom mix that’s 3:1 black/white. He finished it all up just a week before heading out to Bonneville for Speed Week 2023. Since then, on most clear days he has driven one or both of the cars. A few times he’s even driven them in the rain.

Either of these builds would look great on its own, but they look especially great together. You can find more images of the A and T on Smith’s Instagram. But come on, wouldn’t you rather just come out to Speed Week and witness them on the salt for yourself?

***

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In the latest, extra-long episode of Barn Find Hunter, Tom Cotter gets a tour of a Detroit Historical Society warehouse. Dave Marchioni, the Industrial & Automotive Curator of the collection, serves as Tom’s tour guide. We get to follow along as they stroll through the space that houses dozens of vehicles in sealed bubbles. Marchioni explains that the purpose of the Detroit Historical Society is to preserve all of the city’s history, from its primitive past to the present. As such, hundreds of thousands of artifacts are preserved while only a small fraction can be displayed. This warehouse, like most museum archives, is not usually open to the public. Thankfully, Tom made the most of this behind-the-scenes look.

The tour begins with several rare and early-production models. Marchioni introduced one of the first 50 Fieros to leave the assembly line, a one-off Cadillac wagon built off the books, and a 1925 Rickenbacker, which was designed by WWI fighter ace and race driver Eddie Rickenbacker.

Our first detailed look at a car outside of its protective bubble is a Packard Pan-American. Based on a Packard Clipper, the car was sectioned 4 inches to give it a sleek look. Filled with custom touches, it was updated over the years to reflect Packard’s current styling trends.

An incredibly rare and bizarre car, or perhaps motorcycle, grabs Tom’s attention next. Despite being equipped with a pair of outriggers, the 1913 Scripps-Booth Bi-Autogo was meant to be driven on two wheels. Its water-cooled V-8 engine was the first of its kind to be manufactured in Detroit.

Some of our favorite cars uncovered during this lengthy episode are a pair of Cobra-based sports cars featuring sleek bodywork. Tom’s friend Jim Maxwell, got to poke around them to compare to a slightly later production Cobra. It’s fascinating how much of the underlying Cobra remained in the sleek, modern-looking—by comparison—Ford Cougar II coupe and Ford Bordinat Cobra. It’s a shame these beautiful cars, which resemble an Italian take on a C2 Sting Ray, never went into production.

This episode contains many more interesting vehicles than just the few we’ve mentioned. Grab a beverage, put your feet up, and take in the rare and significant examples that Tom, Dave, and Jim explore. There won’t be a test later, but for those watching from Florida, Tom does have some homework. Until next time, happy hunting.

***

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GMC has finally stepped out of Chevrolet’s shadow in the last few years. The General has seen fit to give Canyon and Sierra access to the best bits of off-road equipment. The mid-size Canyon, half-ton Sierra 1500, and Sierra HD pickups are all available with the formidable AT4X package. Each can also be equipped with the AEV package that makes them even more ready to tackle the trail and go way off the beaten path and, more importantly, make it home in one piece. We spent some time in this Sierra 2500 AT4X AEV to get a better feel for it on-road. We also hit some light trails to learn how the AEV package on the HD compares to its Silverado stablemate from Chevrolet.

In case you’re not familiar, the Sierra HD’s AT4X package has an increased ride height, 305/70R18 off-road tires, a selectable rear differential locker, and impressive Multimatic spool-valve dampers. If all of that does sound familiar, it’s just GMC’s version of Chevrolet’s ZR2 package. While ½-ton Sierra AT4X models now come equipped with AEV’s impressive steel bumpers for 2024, the HD AT4X models only get the extra beefy pieces as part of the $9,395 AEV package, just like its Silverado cousin. They offer cast steel tow points front and rear and look like they could shrug off dings and trail scuffs rather handily. The AEV package on the HD also includes steel skid plates that protect the steering gear, the fuel tank, and the front suspension just below that tough bumper.

Besides a $495 paint option and AEV package, the only other option box ticked on this off-road brute was for the 6.6-liter Duramax V-8 diesel, a $9,490 choice. The Duramax is surprisingly refined for a 470-horsepower beast. Boost from the twin turbochargers quickly ramps up, even just off idle, with little throttle input. Power builds linearly, although you can chirp the tires at low speeds if you mat the throttle. It’s still a bit of a shock to see how far current ¾-ton trucks have come in the past 20 years as power and tow ratings continue to climb. It’s surprisingly easy to get used to driving such a competent hauler.

Specs: 2024 GMC Sierra 2500 AT4X AEV

• Price: $83,695/$103,075 (2500 AT4X /as-tested AT4X AEV)
• Powertrain: 6.6-liter, turbocharged pushrod V-8 diesel, ten-speed torque-converter automatic
• Output: 470 hp at 2800 rpm and 975 lb-ft of torque at 1600 rpm
• Layout: Four-wheel-drive, four-door, five-passenger full-size body-on-frame pickup truck
• Competition: Ram Power Wagon, Ford Super Duty Tremor, Chevrolet Silverado HD ZR2 Bison

Most of our test was on-road, with just a bit of off-pavement exploring. We didn’t put the AT4X’s departure angle to the test, but 35-inch tires are still a big benefit when picking a line. Knowing that there’s nearly 12 inches of ground clearance just makes things much easier. Compared to its Ram Power Wagon and Ford Super Duty Tremor competition in the heavy-duty pickup market, the AT4X’s tires are two inches taller than those on the Ram and almost an inch wider than the similarly tall 35-inch tires found on the Ford. It’s worth noting that the AT4X can be equipped with a diesel, while the Tremor can’t.

We took some meandering high desert trails at relatively low speeds. It was still enough to appreciate the Multimatic DSSV shocks and their ability to eat up any kind of jolt from small whoops and divots.

Even with the DSSV dampers doing their sorcery, the last bit of ride quality comes from airing the tires down from their load-handling 55psi to something in the 30psi range. Aired up to normal pressure, road imperfections like expansion joints do make it through to the cabin. It is a ¾-ton truck after all, and its stiff springs and heavy components can’t respond as quickly as they would on a ½-ton.

On the road, the AT4X is easy to control even on tight, curvy canyons, and handles highway miles with ease. Still, you never quite forget that this is a big truck. The steering is heavier than a half-ton, and both the height and the length are apparent in city driving.

Inside, we appreciated the wide, 13.4-inch center screen of the Sierra. It allows for customization, with the right quarter of the main screen able to show towing or media info while CarPlay takes up the remaining three quarters. If Apple CarPlay isn’t your thing, the baked-in navigation system is a great alternative. As opposed to the CarPlay, navigation can be displayed using the entire screen.

The upholstery and trim fit an upscale off-road truck. The AEV package adds embroidered headrests but is otherwise the same as any other AT4X.

We only have a few quibbles with the truck. The sizable center console still allows plenty of legroom for driver and passenger and offers up a roomy main compartment. However, the portion just forward of that cubby is split between cupholders and a shallow tray forward of the trailer brake controller. Placing the brake controller in easy, comfortable reach could be a priority for some, so we can’t fault them for that. On the other hand, how often is it needed when towing? It seems like an inefficient use of the center console space. The Chevrolet Silverado 1500 places the controller just ahead of the center console. It’s still an easily reachable spot in the dash.

Our other complaint is the column shifter. It does free up space in the center console and feels appropriate in a ¾-ton truck. However, it blocks the driver’s view of the center screen, keeping the lower left corner obscured. We like the shifter, even though shifting is all electronic and has been for years. It feels sturdy and there’s muscle memory for plenty of buyers who have only ever known column shifters.

We also like the placement of the screen. Placing it higher by swapping positions with the center dash vents would probably make it harder to reach. Depending on your seating position and screen preference, this might be a non-issue.

2024 GMC Sierra 2500 AT4X AEV

Price: $83,695/$103,075 (2500 AT4X /as-tested AT4X AEV)

Highs: Great ride quality for a ¾-ton, tremendous off-road chops, diesel powertrain is an absolute juggernaut.

Lows: Still has ride quality compromises that come with an HD pickup despite the improved suspension.

Summary: The AEV package takes the already impressive AT4X off-road package to another level and makes for one of the most competent factory off-road packages available. There’s probably not another HD truck that can match it off-road that is also this comfortable.

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Mopars5150 is a shop that brings muscle cars back from the brink, restoring barn finds and other neglected vehicles to their former glory and beyond. Eleven vehicles from its collection are heading for sale at Mecum’s auction in Glendale, Arizona, March 5–9. Of those 11, six are Dodge or Plymouth muscle cars, as you’d expect, but the remaining five are also worth highlighting. Here are the five non-Mopars from oldest to newest.

1963 Chevrolet Corvette Convertible

What it is: The first year of Chevrolet’s second-generation Corvette brought a host of changes including a gorgeous new body and a new chassis with, for the first time, an independent rear suspension.

Why we like it: What’s not to love about a Riverside Red 1963 Corvette convertible with a four-speed and a numbers-matching, 300-hp 327? The fact that it’s not a coupe means you get open-air driving and don’t pay the Split Window tax, which roughly doubles the price. Still a stunner with the top down or with the optional removable hard top—which we’d be tempted to track down—any midyear Corvette is tough to beat.

1964 Impala SS 409

What it is: The 1964 Impala has remained one of the most iconic mid-‘60s Chevy models thanks to its elegant styling inside and out. It also marked the end of an era, as the Mark IV big-block would debut in 1965 and take the top performance spot in the Impala lineup. Still, the 409 was a formidable piece and looks amazing as well with its scalloped valve covers.

Why we like it: This sleek and subtle coupe packs a dual-four-barrel 409 under the hood and a four-speed shifter on the floor, making it the most powerful Impala SS available in 1964. The brawny and brightly painted muscle cars that followed took a lot of the attention away from the early ‘60s full-size cars that packed serious power of their own. We’d be hesitant to call an Impala SS a sleeper, but we still think that it would surprise quite a few onlookers with the power of its W-series big-block.

1968 Chevrolet C10

What it is: Chevrolet’s truck lineup, new for 1967, brought a clean, muscular design. The 1968 models kept the same grille and sheetmetal but added federally mandated side-marker lights. They’ve become a favorite of customizers, particularly in short-bed, fleetside configurations like this one.

Why we like it: This understated custom features a supercharged 6.0-liter LS V-8 that’s force-fed via Magnuson’s big 2.3-liter blower. The interior is wrapped in brown leather upholstery that features diamond-quilted inserts in the seat, door panels, and the headliner. It also sports an Air Ride suspension that allows for an adjustable stance. The new suspension and wide tires no doubt transformed the pickup’s ride and handling, and the V-8 is sure to pack a mean punch. Besides a few custom touches to the exterior, most of the trim is intact. Cruise it as-is or swap the wheels for some steelies and fly under the radar.

1970 Chevrolet Chevelle

What it is: Chevrolet’s 1970 Chevelle was the brand’s peak muscle car, with the 450-hp LS6 offering the highest horsepower rating of any Bow Tie big-block. This version takes that up several notches. Its body was removed from the chassis, which was stripped, powder-coated, and rebuilt with Ride Tech control arms. The interior was restored and remains close to factory specs, as does the sheetmetal. Those OEM looks belie its much-improved performance, though.

Why we like it: An original SS 454 car is a rare and expensive beast. This muscle-bound homage brings even more horsepower to bear thanks to a host of aftermarket equipment. The bored and stroked big-block now displaces 496 cubic inches and is topped by aluminum heads and a single-plane intake manifold with a Dominator carb. Most street-going V-8s opt for a dual-plane intake to maintain low-end torque, but when there’s that much displacement on tap, low-end torque isn’t an issue.

1970 AMC Rebel Machine*

What it is: The Rebel was AMC’s stylish mid-size car that came in coupe, convertible, sedan, and wagon body styles. For 1970, the coupe got a totally different roofline that changed the car’s look entirely. The Machine was the muscle car variant that swung directly at the Big Three with bold graphics, a big hood scoop, and a 390 V-8 powerplant.

Why we like it: A garden-variety Rebel will stand out at any car show. The brash, patriotic color scheme of the Machine makes it one of the most recognizable muscle cars ever. This example, with its original steel wheels, unique to the Machine, and four-speed manual, seems like a fantastic time capsule.

* Some might argue that an AMC is a Mopar, as Chrysler Corp. purchased AMC in the 1980s. By that logic, a Stratos is a Mopar, now that Stellantis has Lancia and Dodge under the same banner. We’re not buying it. Fight us about it.

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This 1963 Galaxie, built as part of a pilot program for new models, was the star of Ford brochures. The hand-built early model was never destined to be sold to the public. Instead, it was photographed to highlight the new model’s sleek lines and powerful V-8 engines. But it’s more than just a pretty face. This car got a second lease on life when Jim “Hammer” Mason saw its potential. Mason, the aftermarket performance products manager at Dearborn Steel Tube, saw an opportunity to turn an otherwise unusable car into a racer.

Dearborn Steel Tubing Company had worked with Ford to build show cars and drag racers throughout the 1960s. The company owes its name to the fact that it supplied performance exhaust systems for high-performance Fords of the ’60s. The connections Mason had brokered at Ford left him in a position to take the neglected Galaxie and build it into a 427-powered speedway menace.

The car’s inaugural race was the 1966 Permatex 300, at Daytona International Speedway. The Modified/Sportsman event featured privateer drivers typically running racecars from previous years. Of course, they updated the powertrains to keep up. With hotshoe Curtis Turner behind the wheel, the car charged to the lead and took the checkered flag. Competitors in the race included Ralph Earnhart (Dale’s father), Bobby and Donnie Allison, Cale Yarborough, LeeRoy Yarbrough, and a young Darrell Waltrip.

The Galaxie would go on to race in four more Permatex 300 races at Daytona. In 1967 it took either seventh or eighth, depending on who you ask, again with Curtis driving. Bobby Allison, presumably tired of seeing the car’s non-existent taillights, took over driving duties for 1968. He earned a podium spot by finishing third. In 1969, his brother, Donnie, took over driving duties and finished eighth. The car’s final race, in 1970, saw Donnie earning a third-place finish after starting 17th.

It’s in that 1970 condition, with the same interior, the same gauges, and the same tires that Donnie Allison ran to a third-place finish, that the car still stands. Just as important, the car’s 427 V-8 is intact, all the way from its oil pan to its innovative cowl-induction air cleaner.

So how was a 1963 car, with 1963-level aerodynamics, able to compete with newer, sleeker body styles? Aside from the well-built nature of the car, it had input from legendary Ford V-8 hot-rodder Donnell “Pop” Sullivan. Sullivan was known for getting tremendous power out of production engines. Ford’s FE engines got off to a rather mundane start powering family sedans, wagons, and pickup trucks.

Once they began to churn out serious power and make their mark in the performance world, one shortcoming manifested. The engine’s oiling system prioritized the cam bearings. That meant pressurized oil took a long path before finally reaching the crankshaft main bearings. That might not be a problem in normal usage, but in a racing environment, where engines can be asked to run at full throttle for long intervals, stresses are much more significant.

To remedy the situation, Ford designed an oil passage that ran along the side of the deep-skirt block. This time it fed the main bearings first. Thus, the side-oiler was born. Not all 427s were side-oilers, but all side-oilers were 427s.

These 427 side-oilers would go on to win at dragstrips across the country, at NASCAR super speedways, and on the world stage at the 24 Hours of Le Mans. However, few of those winning cars with their snorting and thumping FE V-8s have remained in their as-raced state.

This phenomenal, untouched example of ’60s NASCAR technology will be at Broad Arrow’s Amelia Island sale. We’ll be watching to see where this time capsule of a racer ends up. Our fingers are crossed that we’ll see it on track in the future.

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After acquiring the legendary brand in 2019, Holley has officially decided to end production of Hilborn, the company synonymous with mechanical fuel injection and an eight-pack of velocity stacks.

Hot rodders have been enamored with individual-runner fuel injection since the 1940s, when company founder Stuart Hilborn proved his simple mechanical fuel injection system was up to the task of powering record-setting land speed racers. Hilborn’s own sleek car set records at Southern California’s El Mirage dry lakebed and was featured on the cover of the fourth issue of Hot Rod magazine, in April 1948.

There’s a lot to love about mechanical fuel injection, particularly its amazing performance at wide-open throttle. Individual velocity stacks can easily be swapped to alter the torque curve, allowing racers to get the best performance possible from their engines. They could simply use the same manifold base and change runners to suit different tracks. Of course, there are drawbacks. Tall stacks aren’t easy to package and are best used on race cars. Off-idle and part-throttle performance is also an issue, although adding modern electronic fuel injectors solved that. Still, there’s just not a huge market for individual-runner EFI systems, especially when less expensive, easier-to-package alternatives provide impressive power of their own.

We reached out to Holley for comment and a spokesman told us that the company had hopes to continue the brand after purchasing the brand and its remaining stock in 2019 and moving it from California to Holley’s HQ in Bowling Green , Kentucky.

“Holley spent the next 3 years attempting to resuscitate the Hilborn brand. Key service parts were re-released to support the existing customer base, and the classic Hilborn stack injection products were reintroduced to the market after being updated with modern CNC manufacturing processes, tooling, and quality systems. In November of 2023, an all-new LS3 EFI-R stack injection system was introduced at the Performance Racing Industry tradeshow hoping to inspire a new generation of Hilborn enthusiasts.”

“While nostalgia is defined as “a sentimental longing or wistful affection for the past”, it doesn’t always equate to sales performance. The performance aftermarket has evolved significantly and while there are still consumers who desire the classic look of a Hilborn, the market is extremely small, leading to the decision to sunset the Hilborn product line.”

“Holley respects the history of Stuart Hilborn’s legacy and has taken steps to ensure that its history will be preserved for future generations.”

Hilborn’s website still has a few LS3 EFI intake manifolds and small-block Chevy lower intakes available, so if you’re in the market, now might be the time to snap one up before they’re gone. The Drive has also reported that there’s still support for those hoping to run a vintage Hilborn mechanical fuel injection system, you might just have to find a specialist like Nick Smithberg, who The Drive reports has purchased lots of Hilborn inventory.

It’s sad to see such a long-lived brand with amazing history get shuttered. If you’ve got a car with stack injection, Hilborn or otherwise, go out and fire it up for the late Stuart Hilborn, and give it a few revs in his honor.

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Starting February 27, Ford Mustang buyers can select a $5995 paint option that adds the brand’s first-ever factory application of a matte clear film. Mustang fans can select the paint-protecting film on all fastback models, from EcoBoost to Dark Horse. The optional film, made by PPG, will expand to convertible models by the end of 2024.

“Mustang has been about driving freedom and freedom of expression for 60 years, and our new Matte Clear Film provides a whole new way for customers to make Mustang their own,” said Laurie Transou, Mustang Chief Program Engineer, in a company press release.

While the option isn’t cheap, the results appear to be rather dramatic, at least in photos. The coating also comes with the same warranty that applies to the rest of the car: three years or 36,000 miles. Ford says that the satin-like film is ready to stand up to the usual culprits that a vehicle’s paint finish will encounter, including detergents, road salt, and bird droppings.

Aside from the cost, the only downside is that the film isn’t compatible with any of the several stripe packages available on the Mustang. That means the Hood Accent Stripe and the Painted Racing Stripe are off-limits if you want this type of protection. The same goes for the optional graphics available on the Ecoboost and GT versions of the Mustang. The California Special package, which adds stripes just above the rocker panel, is also a no-go.

While the option can be ordered starting February 27, so-equipped vehicles won’t hit dealerships until June 2024.

There was already a stunning number of options for the new 2024 Mustang. This addition will essentially double the number of exterior finish combinations available. This clear matte film might be the trick for those who were already in the market for a paint protection film and would rather have a pony car that’s a bit more subdued.

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To celebrate NISMO’s 40th anniversary, Nissan unveiled a gorgeous S30-generation Z with an impressive jewel of engineering bolted between the fenders. The car and its fabulous engine debuted at the Nostalgic 2Days 2024 show in Yokohama. Its L-series inline-six engine now displaces 3.0 liters and is topped by a DOHC cylinder head developed by Nissan. The added displacement helped boost torque output, while the massively improved breathing from the four-valve head allows the engine to rev to 7,500rpm and produce more than 300 horsepower in the process. That’s more than double the 2.4-liter L-series that was originally found in the 240Z!

There are just two problems with the new cylinder head. First, according to The Drive, Nissan isn’t selling it to any intrepid builders who want the ultimate top-end for their restomod classic Z. At least not yet. Second, the RB engine family, which replaced the L family of Nissan inline-six engines, already has a DOHC cylinder head and a ton of performance potential, as seen in the legendary Skyline. Nissan teased that this cylinder head could be made available, but the price might be prohibitively expensive at the small volumes that this niche market would support, especially considering the existence of the aforementioned factory DOHC Nissan engines.

Of course, we’re not faulting Nissan for building this unique cylinder head. It’s a great homage to the beautiful S30 Z, and it blends characteristics from Nismo’s 40 years of inline-six performance heritage into a single engine in a way that a simple engine swap would not have. Nissan is also helping owners of some of its classic cars by manufacturing parts that are otherwise hard to find. We just can’t help but wonder why they’d show this head if they didn’t plan to offer it up for sale eventually. Quit teasing us, Nissan. SEMA 2024 is just seven months away, and that would be the perfect place to show us a production version of this head along with an exhaust header and a pair of intake manifolds, one for those who prefer carbs and another for those who’d rather use fuel injection. Hey, an inline-six fan can dream.

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Pop artist Peter Max’s 36-car Corvette collection was one of the most well-known barn-find phenomena among Corvette aficionados. The odd collection of one Corvette per year of production from 1953-1989 (the 1983 model never reached dealership floors) was initially used as a promotion for the TV channel VH1. Max had planned on using them in an art exhibit but they languished in a New York parking garage for decades until they were purchased and given away as part of a Corvette Heroes charity sweepstakes to raise money for military families. Now, the 1973 Stingray is up for sale, by itself this time, and is up for auction this week on Hagerty Marketplace.

There were myriad interesting changes to the automotive landscape in the early 1970s, and the 1973 Corvette shows off one of those developments via the contrast in front and rear fascia and their respective bumpers. The front of this model Corvette wears a painted urethane bumper, reflecting NHTSA’s requirement that vehicles be able to withstand a 5-mph impact at the front without damage. In 1974, the rear of the Corvette followed suit, leaving 1973 as the lone model year seemingly caught in two eras. The egg-crate fender vents were also gone for 1973, which combined with the deletion of the chrome bumper to make the front end a bit less busy. Thankfully the bold, swooping lines of the fenders remained intact.

This example was originally equipped with the well-known 210-horsepower, L82 version of the 350 small-block V-8 and a three-speed automatic. After its long hibernation,  Corvette Heroes treated the Stingray with a GM crate engine and gave it new, digital gauges so that it was ready to hit the streets once the winner took possession. Since then, the current owner has also refreshed a few things, including replacing some brake and exhaust components and installing a Bluetooth audio system with Hertz speakers and a JL Audio subwoofer. The seller also notes that the rear bumpers and luggage rack have been re-chromed. Inside, the black interior and red seatbelts seem to have survived their slumber quite nicely.

With just over a week to go, budding has hit $20,500. Even putting aside the strange ownership history, we’ve got a feeling that the allure of a red Stingray will bring more bids as the time dwindles.

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After announcing that the adorable EV-only Fiat 500e would finally reach North American shores, Fiat invited us to look and touch, but not drive the new city car at an event in Los Angeles. We’ve previously reported on all of the car’s features, but we did get some updates and learn some new tidbits worth sharing.

Based on a new platform that was developed from the ground up as an EV, this new generation of 500e is roomier than its predecessor but about 50 pounds lighter, making it the lightest EV on the market in North America. That might sound like an odd claim to fame, but it’s significant. EVs are a more sensible proposition when they’re lighter, smaller cars that carry modest price tags. They don’t all need to be three-ton, seven-seated mega SUVs serving as primary cars. If you think of the 500e as a second or third car in a household, used to zip about the city for day trips or quick errands, the need for size and range decreases dramatically.

Despite its compact proportions, the 2025 Fiat 500e has about double the range of its predecessor thanks to a more power-dense 42-kWh lithium-ion battery pack. Its EPA-estimated range of 149 miles includes mixed driving. In the city, Fiat expects the range to increase to 162 miles. Its 118 horsepower and 162 lb-ft of torque are reportedly good for 0–60 sprints of 8.5 seconds, so nothing too exciting, but EV horsepower ratings tend to belie how quickly they can surge off the line.

At the event, Fiat’s Aamir Ahmed noted that almost 200,000 of the EV runabouts have been sold in Europe since the model’s debut in 2020, the majority of them going to first-time EV buyers. The brand expects the same in North America. The first batch of 500e runabouts will all be (RED) edition as a collaboration with the (RED) charity, which was created by U2’s Bono and Bobby Shriver in 2006 to fight HIV and AIDS around the globe. As such, each of the (RED) edition models will feature a red painted dash. They’ll come rather loaded with options in one of three colors: red (naturally), black, and white. Standard features include a 10.25-inch UConnect 5 screen, wireless phone charging, and a suite of advanced driver assistance systems. The only options will be a choice between summer and all-season tires, and whether the buyer will opt for a free charger, which can then be installed in their home, or an as-yet-undetermined value of EV charge credits.

This generation of 500e is two inches wider, and two inches longer, and because it wasn’t hemmed in by the packaging requirements of an internal combustion engine, Ahmed told us the outward visibility was improved. We got to poke around and sit in a 500e and marveled at the car’s ability to fit four adults, even when taller occupants had the front seat moved back to bolster legroom.

Ahmed was confident in the 500e’s ability to win over first-time EV buyers, noting that it’s not just a solid EV, but that, “It’s just a damn good car, period.” Fiat is banking on the car’s ability to convert buyers to EVs by giving them a driving experience they’re used to, albeit with the benefit of a low center of gravity. To be more accessible to first-time EV buyers, the normal driving mode will have little regenerative braking so that it will coast as you’d be used to in an ICE vehicle. Optional driving modes will increase regen braking and even offer full one-pedal driving.

We should be seeing the 500e in showrooms by the end of March, with a starting MSRP of $34,095, including a 1595 destination fee. The (RED) editions are just the first, as Fiat promises to release other special editions as part of its “product drop” strategy to keep the car fresh. We’re eager to see how the city car feels now that it has been designed as an EV from the ground up, and we won’t have to wait too long. Expect our first drive review to surface sometime in April.

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The full-size truck market is more than likely the most competitive and innovative in North America. Crew cab pickups have taken on the role of family movers, commuters, and weekend toy haulers. It’s a lot to ask of a vehicle, but modern trucks do it amazingly well, and manufacturers keep giving buyers more and more compelling reasons to jump on the pickup truck bandwagon. Ram’s current half-ton offering has been very competitive even as Ford, Chevrolet, GMC, and Toyota have kept firing salvos with increasingly advanced technology and capability. For 2025, Ram served up a major refresh for its half-ton that improves nearly everything buyers already loved about the 1500.

There’s just one thing missing this go-round: a V-8. The 395-hp 5.7-liter Hemi V-8 is gone, and in its place is a 3.0-liter, twin-turbo inline-six named Hurricane. As fans of the Hemi, we wondered how the new model would fare with six-cylinder powerplants. We spent a day with Ram in Austin, Texas, with several versions of the 2025 Ram 1500 to find out.

A high-output version of the Hurricane engine churns out an additional 120 horsepower and 52 lb-ft of torque with zero drivability drawbacks. The 540-hp version will only be offered on Ram’s three most luxurious trims—Limited, Limited Longhorn, and a new trim called Tungsten—where it will be standard. Eventually, this burlier Hurricane will also reach Ram’s new top-of-the-line off-roader, which is launching in the third quarter of 2024 to hoist the mantle for the Hellcat-powered TRX, which ceased production at the end of 2023.

Power arrives in a pleasantly linear fashion. And although the twin-turbo inline-six has a relatively low redline, the ZF eight-speed automatic, laudable as always, has no trouble keeping it under boost when the throttle demands it. The lower gearing (trucks with the stronger engine also get Ram’s lowest axle ratio of 3.92:1) only amplifies the effect of the additional torque, and all trucks equipped with the high-output 3.0-liter will get a beefier rear axle to hold up under the additional stress. Thankfully, Ram’s engineers declined to pump in additional—read: fake—engine noise into the cabin. The straight-six delivers a well-tuned exhaust note, but it’s more understated than bellicose throughout its operation.

The biggest updates in the 2025 Ram’s interior refresh are the even larger Uconnect 5 infotainment system screens. An improved version of the 12-inch Uconnect screen is now offered across more lower-rung trims, while Limited Longhorn, Limited, and Tungsten trims get a 14.4-inch center screen and a standard 10.25-inch screen directly in front of the front-seat passenger. Just like in the Grand Wagoneer, that passenger-focused monitor is screened from the driver’s view and can display camera views so the copilot can be a spotter in tricky off-road situations. The screen can also be used to control the audio system and navigation, which helps keep the driver distractions to a minimum by handing important road trip duties off to the copilot.

Specs: 2025 Ram 1500 Tungsten

• Price: $89,150
• Powertrain: 3.0-liter, turbocharged DOHC inline-six, eight-speed torque-converter automatic
• Output: 540 hp at 5700 rpm and 521lb-ft of torque at 3500 rpm
• Layout: Four-wheel-drive, four-door, five-passenger full-size pickup truck
• EPA Fuel Economy: 15 MPG city, 21 MPG highway, 17 MPG combined
• Competition: GMC Sierra Denali, Ford F-150 Platinum, Chevrolet Silverado High Country, Toyota Tundra Capstone

Ram’s existing trim levels of Tradesman, Longhorn/Lone Star, Rebel, Limited Longhorn, and Limited all return for 2025. They’re joined by the new range-topping Tungsten trim that takes Ram’s luxury truck game to new heights with interior upholstery in Indigo/Sea Salt, soft suede for the headliner and the A- and B-pillars, and unique textures on the trim. You can spot a Ram Tungsten easily, as it’s the only 2025 Ram trim that offers a fully painted front fascia rather than a separate bumper. Every Tungsten model will be a crew cab, short-bed 4×4, and every Tungsten will be pricey; the starting MSRP, including destination, is a hefty $89,150.

Tungsten trucks also pack a 23-speaker Klipsch Reference Premier audio system that puts speakers in seemingly every nook and cranny of the cab, including a pair that are in the back of the front seats. The 23-speaker Klipsch audio system looks great and sounds even better, but driving the Tungsten back-to-back with a Limited, the difference wasn’t striking. That’s not a slight to the Klipsch system, it’s just that to a casual, non-audiophile listener, the 19-speaker audio system in the Limited was great and perhaps it takes a more sophisticated ear to notice the subtleties. We were a bit surprised that this high-end system still only offers just a three-band equalizer for customizing the audio experience, but we didn’t have any issues adjusting the sound to match our preference. The current Ram Limited was already a very nice place to spend a long highway trip and competed well with the top offerings from GM, Ford, and Toyota, and the 2025 version maintains the same level of comfort and style, with soft-touch materials on the dash and door panels, along with massaging seats.

In addition to the on-road miles we racked up in the 2025 Ram, we got to play in the mud a bit with a more off-road-focused Rebel. The Rebel’s optional air suspension allows for a taller ride height for low-speed off-roading, adding a bit of ground clearance up front and increasing the breakover angle. The 33-inch Goodyear Wrangler tires performed admirably when things got sloppy. (Your mud may vary, of course.) Usually, the large voids between lugs that make a tire so good on thick mud come at the cost of howling or whining at speed, but the Rebel felt largely free of that penalty, delivering the same quiet highway driving we’ve come to expect from all Ram 1500s. The Rebel should be a popular choice as it packages impressive off-road capability and a comfortable and feature-packed interior.

Ram still has a few surprises in its pocket—an “RHO” version of the truck that won’t be unveiled until April. What “RHO” entails is still not certain (Really High Output?), but it seems to succeed the beautiful and brash TRX. We were already into the idea of Ram offering a 6.4-liter version of the TRX with the end of Hellcat production, because as fun as the Hellcat V-8 was, the real star of the show was the TRX’s suspension. We’d gladly take a 540-hp, Hurricane-powered off-roader as long as it delivers on the TRX’s legacy of off-road performance.

Leading with its twin-turbocharged engines, the 2025 Ram makes an impressive pickup even better. We have a feeling that drivers will not miss the 5.7-liter Hemi V-8 once they try even the standard-output turbo-six, let alone the high-output version that pushes the Ram into new performance territory. With advanced new powertrains and a world-class interior that’s only gotten better, Ram has ensured that its next salvo will be heard loud and clear across the pickup truck battleground.

2025 Ram 1500

Price: $42,270/$89,150 (Base Tradesman/as-tested Tungsten)

Highs: Tungsten adds another level of luxury. New turbocharged powertrains are impressive. Ride and handling are still excellent. Interior is spacious and comfortable.

Lows: Fewer configurations are available. Big screens aren’t for everyone. V-8 soundtrack is the only thing missing.

Summary: The updates made to the core of the 2025 Ram 1500 lineup refine what was already a great package, adding helpful technology and smooth, potent powerplants.

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General Motors is boasting that its Super Cruise hands-free advanced driver assistance systems (ADAS) are now available on 750,000 miles of roads in the United States and Canada, making it the largest network of roads available today for this type of technology. “GM is all-in on safely deploying Super Cruise as we make the technology available on more vehicles, more roads, and for more people to enjoy,” said Anantha Kancherla, GM vice president of ADAS. “A key part of that is expanding the road network—in this case nearly doubling it—with LiDAR-mapped highways.  High precision LiDAR (Light Detection and Ranging) mapping gives us an operating domain where we are confident in Super Cruise’s abilities.”

Super Cruise was first made available on the 2018 Cadillac CT6 when it launched in 2017, and GM promised the technology would be able to assist drivers on more than 200,000 miles of roads by the end of 2019. The number had increased to 400,000 at the end of 2023. According to GM, this latest expansion makes Super Cruise “the largest truly hands-free operating domain in North America—nearly six times the coverage of other hands-free driver assistance technologies on the market today.”

We first experienced Super Cruise in the aforementioned 2018 Cadillac CT6, and the system has since expanded to other Cadillac models as well as GMC, Buick, and Chevrolet models. GM’s full-size truck applications are currently the only hands-free driving available for trailering and offer almost all of the Super Cruise features when towing, except for Automatic Lane Change, which is among the added features that have rolled out since the initial versions we tested back in 2018. Automatic Lane Change will change lanes by itself when a lane is ending or if there’s a slow vehicle in the current lane. Lane Change On Demand, another Super Cruise feature, is similar but relies on the driver to request a lane change by using the turn signal, at which point the vehicle will use its monitors to look for a safe opening in the selected lane.

Super Cruise was initially available on major freeways, and this latest expansion now includes smaller, more rural highways to better connect drivers with their destinations. While the driver still has to remain alert and focused, removing some of the workload can result in less fatigue, especially in traffic. We’re looking forward to exploring more of these roads when we get behind the wheel of a Super Cruise pickup shortly.

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Late last year, Chevrolet Performance dipped into its bin of V-8 parts to whip up the L8P crate engine, which debuted with an impressive 523 hp at 5800 rpm and a gutsy 543 lb-ft of torque at 4600 rpm. As excited as we are that the engine is available to builders in crate form, we have a bone to pick with Chevrolet: The Camaro, which ended production in December, deserved to have this powerplant.

The iron-block engine is essentially the 401-hp 6.6-liter L8T V-8 that’s been offered in Chevrolet and GMC 3/4- and 1-ton pickups and vans starting in 2020, but with a camshaft that adds duration to extend power production higher in the rpm range. Chevrolet Performance says the camshaft was “based off the LT2,” the 495-hp 6.2-liter V-8 found in the C8 Corvette which has its intake and exhaust duration of 205/211 degrees at .050 inches of lift.

The 6.6-liter L8P, meanwhile, has 218/231 degrees of duration, up from the production truck engine’s 193/199-degree duration. The new camshaft is still very mild given the kinds of cams that are popular in the Corvette and Camaro aftermarket. The added displacement from the 6.6’s longer stroke would make that extra duration feel like an even milder cam than it would in a 6.2-liter V-8, and the broad torque curve also suggests that this 6.6-liter beast would be just as well-behaved as a stock LT1 or LT2.

With its iron block, tough forged crankshaft, and forged powder metal rods, the L8P looks to be ready for just about anything that you could throw at it, from daily-driver duty to dragstrip flogging, even if that means taking on boost to produce even more power. The only problem with the engine is that it didn’t come in an aluminum-block version for the sixth-gen Camaro. This V-8 would have been the perfect sendoff for the Camaro as an SS 396 rather than the lukewarm Collector’s Edition package that was all cosmetic.

We’d imagine a new SS 396 as an SS with the ZL1 hood and a few of the ZL1’s upgraded brake and suspension bits. The better-breathing LT2 intake manifold would fit just fine under the flat SS hood, but the shape of the one on the ZL1 sort of evokes the look of the C3 L88 Corvette, so it seems appropriate for an engine with big-block-like displacement. Yes, we know that the modern 6.6-liter displaces a bit over 400 cubic inches, but so did the 396 big-block starting in 1970. Just like the fifth-generation Camaro got an LS7, the Alpha platform Camaro could have had a 500-hp naturally aspirated V-8.

We know that it’s not as simple as just dropping an engine under the hood and calling it a day. There’s a slew of emission tests and red tape every time a new engine is installed in a vehicle. But this is the Camaro we’re talking about: It deserved the effort.

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The world lost a musical great last year when Jimmy Buffett passed away at the age of 76. While he was known for songs about a laid-back life on the water, he was also a big fan of cars and pickups. One piece of his fun car collection is currently up for bid on GAA Classic Cars. Buffett’s 1963 Ford Falcon Sprint convertible looks ready for top-down summer cruising and features some interesting modifications.

When it was purchased in 2002, the Falcon reportedly had just 8578 miles on the odometer. In the 20 years since, it has racked up only 3300 more. The listing doesn’t specify, but we assume that with that mileage the engine is the original 260 that came with the car when new. The Falcon was not offered with any rowdy powerplants in 1963; those would come later as the 289 debuted for 1964.

The small-block convertible was hot-rodded by Buffett, who added a four-barrel intake and a matching Holley carb for a bit more power. The most noticeable addition to the car is a roll bar that serves as a surfboard rack, proving that you don’t need a surf wagon, or even a hardtop, to bring your board to the beach. On that subject, a board is included in the sale, as pictured on the car. We sort of expected Buffet to be a long-board guy, so maybe we shouldn’t have judged a surfer by his chill beach music. Buffett also added a sound system, with a trunk-mounted amplifier and subwoofer. A Fender Squier Stratocaster with Buffet’s autograph is also a part of the auction.

A look at the Hagerty Price Guide shows 1963 Ford Falcon Sprint Convertible prices down just a bit over the year, with a #2 (Excellent) condition worth $27,800 currently. That said, this car’s provenance should come into play. We asked valuation specialist and Hagerty Price Guide Publisher Dave Kinney to weigh in. “Jimmy Buffett might not be remembered as a car guy in the same vein as Paul Newman or other celebrities, but he was, through and through,” Kinney said. “That, and since Parrotheads are an enthusiastic bunch, I expect bidding for Buffett’s Falcon is likely to go well above its condition value.”

This well-kept convertible seems to be ready for another surf-loving owner, and we hope it goes to one of Buffett’s many fans who will appreciate it, as we’re sure he would have wanted. We fully expect the custom stereo system to be put to proper use playing Buffett’s expansive catalog of albums.

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The 2024 Grand National Roadster Show paid homage to the wild and creative world of Pro Street, with nearly an entire building dedicated to that style of hot rod.

If you aren’t already familiar with them, Pro Street cars bring the loud, big-tire look of Pro Stock drag racing to the street with massive wheel tubs, wide, tall rubber, and rowdy engines that are often supercharged. Born in the ’70s and reaching its zenith in the ’80s, Pro Street included both street-driven muscle cars that looked like they had just left the dragstrip and fairground-cruising show cars that were detailed and polished to a nearly absurd degree.

The arms race of these show-oriented Pro Street cars was apparent in the dozens of builds on display, a gathering that included some of the most famous examples of the breed.

Pro Street royalty Rick Dobbertin had two of his most famous builds featured prominently. His nitrous-burning, twin-turbocharged, supercharged Chevy II is an engineering and creative marvel in its own right. Built in 1982, the Chevy made a huge impact in the hot-rodding world. Twin draw-through carburetors, one per turbocharger, feed the Roots blower by way of a dummy injector hat. Those throttle butterflies are a ruse.

Four years later, in 1986, Dobbertin’s Pontiac J2000 blew every other Pro Street car out of the water. Often described as the pinnacle of Pro Street, the turbocharged and supercharged car features a tilting body over a tube chassis, and its rear tires are so wide that there was no room left for a real suspension. (Dobbertin mounted a set of valve springs atop the rear axle in case anyone went looking for one.) Wholly impractical, this J2000 is more art than machine—and people love it. The Pontiac drew a crowd all weekend, with many fans of the car remembering how it wowed them when Dobbertin unveiled it almost 40 years ago.

Another famous Pro Street build at the 2024 Grand National Roadster Show was the 1987 Chevy Celebrity Eurosport of Mark Grims. The formerly FWD two-door is now decidedly RWD, with a triple-supercharged big-block V-8 stuffed partially under the hood.

If you grew up attending car shows anywhere in America in the ’80s or were a fervent reader of car magazines of that era, these cars will be a major blast from the past. They don’t appeal only on grounds of nostalgia, either: Kids of all ages were ogling the intricate mechanicals and highly polished finishes of these Pro Street machines all weekend.

Today it seems that the most popular type of street-legal drag car is the kind built for drag-and-drive events, but there’s always a place for an over-the-top Pro Street build. Choose your favorite from the gallery below!

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David Rush’s 1959 Chevrolet Impala hardtop, dubbed “Bespoke,” beat 10 other entrants to claim the 2024 Al Slonaker Memorial Award at the Grand National Roadster Show (GNRS) in Pomona, California. The award is named in honor of the founder of the GNRS and is open to vehicles that do not fall into the narrow range of roadster models competing for the title of America’s Most Beautiful Roadster (AMBR). For example, while the AMBR contenders consisted of eight cars from 1932 and a single 1934 model, the entrants for the Al Slonaker Memorial Award were far more varied, with everything from a 1931 Ford Victoria to ’60s muscle cars and pickup trucks.

Steve Cook Creations was responsible for shepherding the Impala on its journey from stock sheet metal to its final form as a carefully tailored masterpiece. Bespoke rose to the top and wowed judges with its phenomenal attention to detail on everything from its Roadster Shop chassis, to its Don Hardy LS V-8 engine, to its flawless upholstery from Gabe’s Custom Interiors. The custom touches to the car that Steve Cook Creations seamlessly blended in include one-off valences front and rear, massaged body lines, and a raised front wheel opening.

The full-size Chevy wears a custom-mixed green paint job that is clean and understated, much like last year’s winner. If this signals a trend, we’d put our money on a big Pontiac or Oldsmobile taking home the win next year, but of course, there’s far more to it than that. There are likely a dozen or more cars and trucks that are gunning for next year’s Slonaker Award, and we’re sure that plenty of those owners and builders were taking lots of notes when this sleek cruiser was unveiled. Congratulations to David Rush and the crew at Steve Cook Creations for completing such a stunning creation.

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Last weekend, nine finely crafted hot rods gathered at the Pomona Fairplex for the 74th annual Grand National Roadster Show, there to compete for the prestigious title of America’s Most Beautiful Roadster. Entries included a bevy of topless 1932 Fords in various body styles, along with a ’32 Chevy roadster and a 1934 Ford roadster. Most of the buzz at the three-day show seemed to be centered around the three competitors clustered on the south end of the show’s main hall, and the winner was among them. The 1932 Ford Phaeton of Beth and Ross Myers wowed judges with its fantastic proportions, impeccable stance, and flawless black paint with intertwined licks of traditional flames.

Myers jumped with joy when she learned of her win on the GNRS main stage. ARP presented Myers with a check for $12,500, along with a trophy of her own. The massive trophy pictured near the car will be displayed at future GNRS events, with Myers’s name etched on plaque beside those of previous winners.

Roy Brizio Street Rods was responsible for the build, and the South San Francisco shop is where the phaeton got its precision metal surgery and proper proportions. Its sleek lines are a result of narrowing the cowl an inch and a half and narrowing the grille two inches. The entire body was channeled over the frame six inches, and there were a number of modifications made to the rear section of the body tub to match its new stance. Its rear panel was resculpted to mimic a two-door sedan, and the rear wheel arch was raised to match the radius of the taller rear tire. The quarter panel was stretched two inches to even out the two inches that were taken from the door in order to make it shorter.

Between the louvered hood sides is a Roush 427 Ford V-8 with individual-runner EFI. It sends power to a five-speed manual and on to a quick-change rear axle. Roy Brizio was on hand to celebrate the win as well as share the glory, pointing out that it was an all-star team of craftsmen that helped get the build over the finish line, with fellow Bay Area hot rod shop Moal Coachbuilders contributing its famous torsion bar suspension, which provides race-car handling while fitting neatly without spoiling the car’s lines. Other Bay Area shops that lent their expertise include Vintage Color Studio, responsible for the finish bodywork and paint, Sid Chaers upholstery, and Eric Reyes Pinstriping, which highlighted the Art Himsl flames.

This marks the third time a Roy Brizio Street Rods build has won the prestigious award, and Roy’s father, Andy Brizio, who passed away last year at the age of 91, also won with his “Instant T” in 1970. Previous Roy Brizio Street Rods builds that have claimed the award were Jim Ellis’ 1932 highboy in 1987 and John Mumford’s 1927 Track T in 2013.

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Tom Cotter spotted another gem of a collection while wandering through some back roads in rural Maine. Charlie, the owner of this menagerie, is particularly fond of Pontiac cars and International Harvester trucks. A man after my own heart. Charlie and Tom first quickly inspect a Scout II before stopping by an oddball in the collection, a Toyota FJ40. Moving into the main collection, Charlie reveals that he has at least one Pontiac from every decade of the brand’s existence. As the marque started as a spin-off of GM’s Oakland brand in 1926, it’s appropriate that a 1926 model is where the collection begins.

After touching on a string of beautiful Pontiacs, there’s a slight detour with the story of the 1967 Travelall that kicked off Charlie’s obsession with International, before the two are right back to Ponchos, with a Tri-Power 1966 GTO—one of two GTOs in the collection. Unfortunately, Charlie’s 1970 GTO wasn’t on site, but two representatives from the 1970s are: The flamboyant pair, a 1977 Can Am and a 1977 Trans Am, both feature shaker hood scoops. While the black-and-gold Trans Am is one of the most iconic Pontiacs of the decade, and the color scheme of the special-edition model is almost synonymous with the entire second-generation Trans Am, the Can Am, in contrast, is a rare machine. Created by combining the Grand Prix and Grand Am with Trans Am engines, fewer than 1400 were built. After showing off a slew of pickups, including a former Budweiser semi that’s towing an early Scout, it’s back to cars with a brief look at an ’88 Fiero GT, the only year Pontiac’s mid-engine two-seater was available in yellow.

Despite being focused on two defunct brands, Charlie’s collection has astounding variety—as well as some interesting deviations from the theme. Not only are the four- and 18-wheel members of the collection worthy of the tour, but there’s a whole heap of signs and décor in the shop that are worth a watch. Hopefully, Tom’s adventures encourage you to take the road less traveled and perhaps stumble across a Travelall yourself. Happy hunting!

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Today, Jeep gave us our first look inside the upcoming Wagoneer S, the brand’s first all-electric model. The full-size, luxury-flavored SUV will be sold globally, come standard with a panoramic roof and “color-selectable ambient lighting,” and will offer a 19-speaker McIntosh audio system.

Jeep also confirmed that the Wagoneer S will ride on Stellantis’ STLA-Large platform, which is the second-largest EV platform from the conglomerate. This breaks from the current pattern of platform-sharing between Wagoneer models and Ram pickups: The internal-combustion-powered Wagoneer and Grand Wagoneer that Jeep currently offers share their body-on-frame construction with the Ram 1500, but the Wagoneer S will not simply be an SUV version of Ram’s all-electric pickup, the REV.

Other than promising impressive performance—600 hp and a 0-to-60-mph time of  “around 3.5 seconds”—Jeep gave no details about the EV Wagoneer’s battery or drivetrain, leaving us to wait for some of the more important specs, including its range. Jeep did note the aerodynamic design of the Wagoneer S, which is always critical in squeezing the most range and efficiency out of every electron. While it certainly still looks like a Jeep, the sleek lines and forward-canted D-pillar remind us more of the Grander (Grandest?) Cherokee than the upright, chunky Wagoneer.

Our first look inside the Wagoneer S is a view through the panoramic sunroof, highlighting the twin blue meters characteristic of McIntoch audio systems. Like its internal-combustion-powered stablemate, the Wagoneer S gives its passenger their own touchscreen. The center console reveals the start button, shifter, and  Selec-Terrain toggle with options for Sand, Snow, Eco, Auto, and Sport. A thin band of blue that runs along the door and across the middle of the dash shows off the customizable ambient lighting.

We expect the Wagoneer S to enter production late this year, as a 2025 model, which means Jeep has plenty of time to release specs. In the meantime, we’ll be wondering how this flagship Jeep will stack up to the Escalade IQ, which is shaping up to be its chief competitor.

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Mazda’s new CX-70 promises to bring the spirited, intuitive handling for which the brand’s sporty cars are known to the popular two-row crossover segment. Although we didn’t get to drive them, we did get to poke around a pair of CX-70s, one with each available powertrain. Here’s what we observed.

Both the larger CX-90 and the smaller CX-60, the latter of which is sold elsewhere outside of the U.S., share the CX-70’s Large Product Group platform, which uses longitudinally mounted engines and RWD-biased all-wheel-drive. As with its CX-90 stablemate, both of the CX-70’s available powertrains use some form of electrification.

A 2.5-liter four-cylinder plug-in hybrid (PHEV) will be the fuel-sipping option, and also likely the fastest sprinter. A turbocharged 3.3-liter inline-six engine with M-Hybrid Boost should bring a lower curb weight while being quite fuel-efficient also. Mazda hasn’t released power numbers for either option, but the CX-90 seems like a logical point to start. In the CX-90, the 3.3-liter is good for 280 hp in most trims and 340 hp in the sportier “S” trims, plus the mild-hybrid system that adds 16 hp and 113 lb-ft of torque. The 2.5-liter plug-in hybrid engine, also available in the CX-90, produces a combined 323 hp with lots of electric power boosting the bottom end of the power curve.

The interior of the CX-70 is uncluttered and features a modestly sized digital screen above the center stack, reflecting Mazda’s philosophy of keeping the driver engaged without distraction. To further that goal, the CX-70 is the first Mazda crossover to implement Amazon Alexa, allowing the driver to use voice prompts to interact with the radio and climate control. A horizontal element separating the HVAC controls from the screen is upholstered to match the seats and makes for a nice contrast in the upper trim level finished in the available red Nappa leather and red stitching, a design choice inspired by the 100th Anniversary Special Edition MX-5 Miata.

Seating seemed comfortable during our brief time in the CX-70, with plenty of room for tall occupants in both rows. Even with the front seats adjusted to fit a driver who is 6 foot, 3 inches tall, a similarly tall rear seat passenger would have plenty of room, with the front seatback nowhere near their knees. Headroom is ample even with the optional panoramic sunroof taking a bit of height off the ceiling for both rows. Ingress and egress to the second row are aided by generously sized rear doors that hide their mass thanks to rocker and wheel trim that camouflage the cutlines.

There are two packaging compromises that we did notice, however. First, the sizable center console offers a rather shallow main compartment. Thankfully its height and width don’t encroach too much into front legroom. Second, the rear load floor might be a bit taller due to the packaging for the hybrid battery, which seems to have contributed to a slightly higher load floor than would have otherwise been necessary. However, the rear seats still fold flat to make the whole thing level. Cargo space is still impressive, even with the remote-folding rear seats in their upright positions.

In a marketplace crowded by FWD-biased crossovers with transverse engine layouts, the CX-70 seems like it could make a name for itself, if it delivers on its promises of driver-focused handling. The Ford Explorer and Jeep Grand Cherokee, this Mazda’s mainstream, RWD-biased competition, are still more focused on overall utility and off-road prowess. We’ll cross our fingers that the lighter, sportier CX-70 gets the full-powered 3.3-liter turbocharged inline-six as an option to tackle the burly turbo sixes of its rivals.

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The ’70s and ’80s were prime for vehicles of all sizes to be offered in bold colors and with brash graphics. Take Jeep’s well-known Golden Eagle and lesser-known Golden Hawk trims with their huge hood graphics and stripes. Think of them as a 4×4 compliment to Pontiac’s audacious Trans Am. JeepHeritage, a sister company to Vigilante 4×4, has recently rebuilt one of those rare 1980-only Golden Hawk Jeep Cherokees to OEM+ spec.

“In the vintage Jeep market, Golden Hawks are rare. The opportunity to restore a very special truck like this was such fun for our team because Golden Hawks are a treasure, and we took our time restoring this one,” comments JeepHeritage and Vigilante 4×4 Founder Daniel van Doveren. “Speaking honestly, this fully-restored 1980 Golden Hawk is among the best-surviving examples of this particular Jeep in the world, a completely unique, absolutely stunning rig that instantly makes an impression out on the road.”

This Golden Hawk is finished in Bordeaux Metallic, which was available across the Jeep lineup on the 1980 CJ-5, CJ-7, and Cherokee models. Golden Hawks set themselves apart with a striking hood graphic and side stripes, pinstriped wheels, and a tubular black brush guard, which is missing from this otherwise complete example. The restoration of this Golden Hawk began with a complete tear-down, as the frame and body were both stripped to bare metal before refinishing.

Modifications to the original equipment were minor, with most parts of the original drivetrain, including the original AMC 360 V-8, remaining after being disassembled and rebuilt. The exceptions include a disc-brake upgrade from a later Cherokee and a multi-point fuel injection system replacing the V-8’s carburetor. Inside, JeepHeritage recreated the Levi’s interior using NOS Levi’s fabric and swapped in Moore & Giles leather for the Golden Hawk’s original vinyl. The result is a better-than-new Jeep with all of the original style and utility.

JeepHeritage specializes in full-size Jeep SUV and truck restoration and currently has several on hand that are for sale, including this Golden Hawk. We don’t know about you, but this perfectly proportioned brute has us longing for the days of full-size two-door 4x4s.

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The Automotive Archaeologist, otherwise known as Ryan Brutt, has used his vast network of friends to uncover some truly amazing barn finds and share them through his YouTube channel. His latest video reveals a spectacular warehouse filled to the brim with desirable Mopar parts and a yard overflowing with restorable E-body muscle. If you’re a Mopar fan, or if you just enjoy muscle cars in general, the walkthrough of this stockpile will likely get your gears turning. Imagine how many rare vehicles could be built from only the parts on site!

The warehouse, one of many on the property, is located in Missouri and features the disassembled remnants of what looks like hundreds of Mopar muscle cars. Pallet racks are filled with engine blocks, alternators, air cleaners, valve covers, and intake manifolds stacked like cordwood. Another row of racks shows even more plunder, also organized into sections: steering columns, fenders, interior door panels, and trunk lids.

At the back of the warehouse hide ‘Cudas from 1970 and ’71, mostly convertibles, stacked two high, two wide, and three deep.

As massive as the hoard seems, what’s shown in the video is not the half of it. Brutt has documented this vast collection in previous videos over the past several months and plans a future video showing an additional building on the property that will probably answer most of the questions Mopar fans have when seeing all of the rare and desirable cars parked in storage. When we asked Brutt about the plans for the immense stash, which includes more than 200 cars, he told us that the partners aren’t currently looking to sell the cars but they have traded among collectors in their circle.

“They are actively restoring cars, rare stuff,” Brutt said. Some of the work is being sold on-site, while other jobs are being farmed out. Although the process is moving slowly, the owners—a pair of friends who have spent more than 20 years accumulating desirable Mopar muscle cars—are using the original parts to get the rare beasts back on the road. It will take years to restore just a sampling of the cars, but it’s good to know that so many of them are being preserved.

If the videos of this collection have caught your interest, Brutt says his follow-up, highlighting some of the restoration process, is next in the pipeline and should be out within a week.

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One of the most memorable show rods in the custom car world has been unearthed and will be restored to its former glory by Galpin Motors’ Beau Boeckmann.

“Uncertain-T,” a wildly proportioned hot rod that debuted in 1965 and made the car show rounds for several years before falling off the map in the 1970s. The fiberglass-bodied car was built on a custom chassis by Steve Scott, who started the build in his parents’ garage when he was just 17 years old. Strangely enough, the car, which was built in Reseda, just a few miles from Galpin’s dealership headquarters in North Hills, California, was rediscovered nearby.

“This time, the Uncertain-T found me, I didn’t find it,” said Boeckmann, president and CEO of Galpin Motors. ”While this historic hot rod has been a worldwide phenomenon, with its whereabouts unknown for so many decades, I love that it was built and found in the San Fernando Valley right down the street from Galpin Ford.

“What makes it even more sentimental is the connection between the previous owner, Dick Nickerson, and my father, who all worked on the Mach IV four-engine Mustang Funny Car together in 1969.”

Started in 1960 and debuting in 1965, Uncertain-T was an immediate show-winner. Show promoters paid Scott to have the wild car on display at shows, knowing that it could draw a crowd. Its forward-canted cab looked like a cartoon come to life and its absurdity resonated with custom-car fans of all ages. It was on magazine covers, spawned tribute cars, and even became a Monogram 1/24-scale plastic model.

As with many of Beau Boeckmann’s historic hot-rod finds, the restoration will be managed by Galpin Speed Shop guru Dave Shuten, who will be tasked with returning the car to its show-winning 1965 configuration. While he certainly has his work cut out, the car appears to be rather complete: It still has a Buick Nailhead V-8 with mechanical fuel injection as it did when it debuted in 1965.

The restoration process will kick off this spring. In the meantime, the car will be presented in its as-found condition at the Grand National Roadster Show in Pomona, California from February 2–4 and at the Detroit Autorama from March 1–3. Hopefully, it will return to those venues in the near future looking as fresh as ever.

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GMC hopes that it can parlay its success in North America into new markets across the Pacific as it plans on introducing its Yukon SUV to China starting this year and to Australia and New Zealand the year after. GMC had a banner year in 2023 all across North America, with year-over-year sales increases in Mexico, the U.S., and Canada. Not only is the volume of sales up, but Denali and AT4 trim levels make up more than half of all models sold in the U.S. and Canada, helping to drive average transaction prices to record highs.

“GMC is in the most exciting era in its history as we expect to grow competitively in our home market while venturing into new ones,” said Duncan Aldred, global vice president for Buick and GMC. “We’re forging our future as a premium truck and SUV brand and our success shows our customers around the world are just as excited as we are for the road ahead.”

The brand had a lot to celebrate in 2023, with record sales of the Sierra pickup in the United States helping to cap off six consecutive years of market share gain in full-size trucks. Meanwhile, the Yukon and Yukon XL took the full-size SUV sales crown in Canada. Those exported Yukons headed across the Pacific won’t be the first full-size GMCs to take on an overseas market, as Sierra 1500 sales started in South Korea last year. The SUVs will join the Chevrolet Corvette and Silverado at GM Specialty Vehicle dealerships in Australia and New Zealand after being converted to right-hand drive.

Australia hit a record in new car sales in 2023, with 1,216,780 units moved. GM is betting the market is ready for some new full-size luxury vehicles and seems to have high hopes that the Denali trim’s cushy interior and 3.0-liter Duramax diesel inline-six and 6.2-liter gasoline V-8 will be big draws. We’ll have to wait to see if Australians will embrace the hulking SUVs, but these high-margin vehicles could be a smart choice as the first salvo from the GMC.

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Imagine the shock if, after moving into your home, you discover that a popular and world-renowned race track had materialized overnight in your general vicinity. The horror. You’d rightfully be confused, possibly even enraged at such a happening, and keen to pursue a lawsuit. Believe it or not, this is exactly the phenomenon that unfolded recently. Based on our deepest reporting capabilities, we can find no evidence that WeatherTech Raceway at Laguna Seca ever existed before 2023.

As expected, this sudden and unexpected conjuring has local residents incensed, as the noise and traffic from the venue came out of nowhere and was a shock to those who had moved into the area over the preceding handful of years. Naturally, residents have banded together to get rid of this nuisance that definitely has not been in the same location since 1957. The group, the Highway 68 Coalition, filed suit against Monterey County, which operates the fledgling track, on December 12, 2023, seeking to curtail racing at the venue.

The lawsuit hopes to target the track by calling into question the track’s zoning laws and lack of explicit racing use being in the track’s permits. The County of Monterey owns the track and spent more than $18M renovating the track surface and installing a new bridge over the front straight in 2023. The track is credited with bringing in about a quarter of a billion in local revenue each year, but the Highway 68 Commission makes a good point, noting that they have, “suffered and will continue to suffer irreparable injury as a result of the continued violation of the Respondents’ zoning laws.”

When reached for comment*, the Highway 68 Coalition was shocked—outraged even—that its mobile phone plan included the possibility of incoming calls.

The appearance of said track, which is suddenly very popular and definitely hasn’t been a staple of the area for almost seven decades, has taken a massive toll on local residents. “I can’t believe it,” said an unnamed real estate agent who recently listed a property just a stone’s throw from the track. “This house sold for $2.5 million seven years ago, long before the race track was there. Today it’s listed for just $4.25 million, we’ll be lucky to sell it for $4.2M.”

It’s almost impossible to imagine such a tragedy. Our thoughts and prayers are with those unfortunate souls who, through no fault of their own, live just minutes away from the Monterey Car Week festivities.

*We didn’t really call them and don’t much care what those jabronis think.

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AMC was founded on May 1, 1954, when Hudson Motor Car Company and Nash-Kelvinator Corporation merged to better compete and survive against the Big Three. The plan worked, to an extent: AMC outlived Studebaker, Packard, and Kaiser-Jeep, the latter of which survived the longest, making it to 1970 before it was acquired by AMC. In 1987 AMC itself was purchased by Chrysler, and today only Jeep survives.

Over the brand’s 33-year run, it built family haulers, sports cars, off-roaders, and innovative compacts with a fraction of the resources of the Big Three, and the models often punched above their weight in performance and style. To celebrate the brand’s 70th anniversary, we’ve picked 10 of our top AMC models to highlight, in roughly chronological order, along with picks of our favorite variant from each model.

AMC Ambassador

AMC’s full-size car was built in eight generations from 1958 to 1974 and could be had in a wide range of body styles, which often changed yearly, typical of its Big Three competition in that era. A rare sight at car shows, these big cruisers are bursting with style, as the Ambassador often served as the flagship model for AMC. In 1968, Ambassadors came equipped with standard air-conditioning while the feature was still optional across most of the industry, even on much more expensive models.

Our pick: While we love the funky, finned, ’50s four-door hardtop wagons, as well as the stylish two-door hardtops, we’ve got to go with the 1965–66 wagon. The interesting front-end treatment, with stacked headlights and horizontally mirrored grille, makes it look almost like a concept car. It was practically built for a Route 66 road trip. Besides, most of the rest of our picks are gonna be two-doors—we’ve got to be at least a little bit practical.

AMC Rambler American

Built over three very different generations, the Rambler began as an elegant, sleek compact that stood out from the larger cars that were then dominating the market; it practically looked like a European import. The third generation introduced V-8 power to make a compact muscle car, the SC/Rambler, that would take on the sportier variants of the Dodge Dart, Ford Falcon, and Chevy Nova.

Our pick: The SC/Rambler with its red, white, and blue paint scheme is an easy choice, but we’ll go with some of AMC’s later models when it comes to patriotic color schemes. For our favorite Rambler, we’re gonna cheat a bit and pick an IKA Torino, which is what you get when Pininfarina gives this AMC a makeover. Built and sold by Industrias Kaiser Argentina and later Renault, the South American models were made famous thanks to their racing prowess. We’ll be honest, we wouldn’t care if they never took a checkered flag; we’re just interested in the looks.

AMC Rambler Marlin

AMC’s midsize Rambler Classic spawned the fastback Rambler Marlin, whose sleek lines inspired Dodge to build the first-generation Charger. After just two years, Marlin moved to the larger Ambassador platform and kept the fastback design.

Our pick: We’re going to select the first-year Marlin, the 1965 model, which essentially serves as our favorite version of the Rambler Classic as well.

AMC Javelin

Whether it’s the rather understated early versions or the audacious, flared variants that came later, AMC’s take on the pony car is an attractive package. Like any good pony car, the Javelin was available with options to customize the style and performance, with several potent V-8 available. A blue, white, and red Javelin campaigned by Mark Donohue in 1971 brought the Trans Am championship to AMC for the first time, and in 1972, AMC nabbed driver George Follmer to repeat the performance.

Our pick: The one-year-only 1970 models featured a unique front end that is just different enough to notice from a distance. We’ll go with a 390 V-8 and a four-speed, in the red, white, and blue paint scheme that was the opposite orientation of the SCCA models.

AMC AMX

To create a two-door sports car and compete with Chevrolet’s Corvette, AMC shortened the Javelin and restyled it from the doors back. It’s a cost-cutting theme to which the company would return, but the AMX was arguably the best implementation of the strategy. AMC was proud to announce that the AMX started at less than $4000, the price of a loaded Mustang or Camaro. Production lasted from 1968 to 70, at which point “AMX” became an option package for the Javelin, then the Hornet, and eventually the Spirit.

Our pick: The AMX came standard with a V-8 and a four-speed with Hurst shifter, so pick your favorite AMC V-8, pick your favorite color, and go.

AMC Rebel

AMC’s mid-size follow-up, the Rambler Classic, filled a lot of roles as it was built in convertible, sedan, coupe, and wagon body styles. All of them look good, with interesting design cues like fenders and quarter panels with bulges to mimic the lines of their close-fitting bumpers, a design feature shared with the 1967–68 Ambassador.

Our pick: For style, it’s tough to beat the sleek looks of the 1967–69 hardtop, but we’ll still have to go with the 1970 Rebel Machine. It featured a 340-hp 390 V-8 that breathed through a sizable hood scoop and was available with a red, white, and blue paint scheme. It was loud, it was brash, and it was a solid performer thanks to a more powerful V-8 than even the AMX had. What’s not to love?

AMC Hornet

The compact Hornet sedan, successor to the Rambler American, was offered in two- and four-door variants when it debuted in 1970. A year later, it was joined by the Sportabout wagon, which AMC proudly claimed was “America’s only compact station wagon.” A sporty two-door hatchback joined the party in 1973. All of the body styles are rather attractive in their simplicity; perhaps that’s why we think they’ve aged so well. The muscular SC/360 version used a, you guessed it, 360 V-8 engine and was offered in muscle-car-appropriate colors and with a ram air induction system.

Our pick: While the most famous Hornet has to be the red hatchback from The Man With the Golden Gun (1974), the car that completed the miraculous corkscrew jump, we’ll take an earlier SC/360 model. How about a 1971 with the optional four-barrel, 285-hp engine with dual exhaust, four-speed manual, and 3.91:1 rear-axle ratio with Twin-Grip differential?

AMC Gremlin

AMC was used to being an underdog and doing a lot with a little. When it needed a more affordable, smaller car, it took the already compact Hornet, cut out 12 inches of wheelbase, and hacked off the rear to create the Gremlin. Sound familiar? Compared to the wonderfully proportioned AMX-GT concept that spawned the truncated subcompact, the Gremlin is a bit awkward. That doesn’t stop us from loving the odd little hatchback.

Our pick: Our initial thought was this wild, tracked Gremlin we spotted at SEMA in 2022, but how about something a bit more practical—a 1972 Gremlin X in Wild Plum? The 304 V-8 wasn’t a brutal powerhouse at the time, yet it was still punchy in the lightweight Gremlin. A modern tune-up with a decent cam and intake would make it a zippy runabout.

AMC Pacer

You can’t say that AMC was averse to taking risks. The Pacer offered unique, even strange styling with some practical benefits. The most oft-cited example is, of course, the passenger side door, which was longer than the driver’s to encourage rear-seat passengers to enter and exit on the curb side, where it was safer. The efficiently packaged interior offered fantastic visibility thanks to a greenhouse that used more window area. The car was also designed to be easy to repair.

Our pick: Our favorite Pacer has got to be the Mirthmobile, the only famous Pacer in existence. With a roof-mounted red rope licorice dispenser and a dash-mounted cup dispenser to go along with what appears to be an on-board water supply, it has tremendous road-trip potential.

AMC Eagle

These utilitarian sedans and wagons aren’t particularly eye-catching and would have blended in with plenty of their contemporaries if it weren’t for the fact that they rode a bit taller on their 4×4 suspensions. The drivetrain made them a precursor to the ubiquitous crossover and served to highlight AMC’s ambitious attempts to carve out new segments in the market. The Eagle sedans and wagons were based on the Concorde, the successor to the Hornet.

Our pick: The SX/4 three-door that was based on the smaller AMC Spirit is a rare sight today and would make for a fun rallycross-inspired toy.

Bonus:

XJ Jeep Cherokee

The XJ wasn’t branded as an AMC, but AMC was Jeep’s steward from 1970 to 1987 and the Cherokee was AMC’s largest contribution to the brand over that period, as most of the other models available were carryovers from Kaiser.

These boxy wagons weren’t the first compact SUV, although they set the stage for the future in several important ways. With lightweight unibody construction and a solid front axle with coil-spring suspension, the XJ Cherokee was maneuverable and capable off-road and had a decent ride on-road. Its quadra-link suspension made its way to the original Grand Cherokee in 1993 and TJ Wrangler in 1997. The Grand Cherokee was initially planned to replace the Cherokee, although strong sales kept the XJ in production until 2001 in the United States. Reskinned versions were on sale in China until 2014.

Our pick: A 1997–99 4.0-liter model to get the best of the upgrades that started in 1997 but the last of the high-pinion Dana 30 front axles.

This list had to be cut short, but we’ve managed to cover a pretty big swath of AMC’s lineup. Our favorites were biased toward the ’60s and ’70s, so let us know if we’ve overlooked your number-one AMC.

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Supposedly leaked from the Jeep dealer network, a document was posted to JKWranglerForums suggesting that we’ll see a Final Edition of the rowdy Jeep Wrangler Rubicon 392 before it bows out after the 2024 model year. Given the demise of other V-8 models in the Dodge and Ram family, which are owned by the same parent company as Jeep, the rumored end of the Hemi-powered Wrangler is sad but not surprising.

The 6.4-liter Hemi V-8 produces 470 hp and 470 lb-ft of torque in Wrangler guise, providing a ton of low-end torque to get moving and plenty of top-end power to keep even heavy trail rigs with monster tires churning at freeway speed. That massive torque output made the Hemi-powered Wrangler the only Rubicon variant to skip the trademark 4:1 low-range gear ratio, opting instead for a 2.72:1. Of course, the eight-speed automatic—the only transmission offered with the Hemi—combined with a 4.56:1 axle ratio and that aforementioned low range still offers a 58.47:1 crawl ratio for really tricky terrain.

We still don’t know when to expect these rumored Final Editon Wrangler Rubicon 392 models, although they probably won’t arrive until at least the second quarter of 2024, if the leak is to be trusted. We also don’t have any idea how many of them Jeep will build, or what, if any additional content they might include. We reached out to Jeep for comment and received a standard reply that they can’t “comment on speculation around future product.”

We’ve known that the days of the Hemi V-8 are numbered, yet we’re still a bit sad when we’re reminded that yet another model will lose its burly V-8 powerplant. On the other hand, if the new turbo inline-six can be thought of as a Hemi V-8 replacement, then perhaps it won’t be long before Wrangler is back to inline-six power, the way it should be!

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Chevy’s popular lineup of full-size SUVs receives significant updates for 2025, as both the Tahoe and the Suburban get a new interior, new technology, and a lineup-wide refresh to grilles and headlights. What we were most interested in, however, was the addition of the newest version of the 3.0-liter inline-six Duramax engine.

The improved turbodiesel bumps the output to 305 hp and 495 lb-ft of torque, up from 277 hp and 460 lb-ft. We got to sample the new 3.0-liter in the Silverado 1500 ZR2 and were impressed with the power, response, and smoothness of the powertrain, and it was only natural for Chevrolet to expand the improved six to the full-size SUVs. Chevrolet will offer the light-duty Duramax across all six trim levels of Tahoe and Suburban: LS, LT, RST, Z71, Premier, and High Country.

From the introduction of the diesel SUV in 2021 until now, Z71 has been the only Tahoe and Suburban trim that does not offer the engine. A report from GM Authority explained that the Z71’s front skid plate, shaped to improve the approach angle, interfered with the diesel’s charge cooler. This news isn’t surprising; the Z71 is not the first off-road package to forgo a diesel option for a similar reason. For years, Ram’s burly Power Wagon wasn’t available with the venerable Cummins turbodiesel because the factory-mounted winch wasn’t compatible with the sizable air-to-air charge cooler.

We’ve reached out to Chevy for additional comment but, as of this writing, have not heard back.

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After 13 years of operation, the Mullin Museum in Oxnard, California, will be closing permanently in February. This news comes just a few months after the passing of Peter Mullin, the founder of the museum.

The private museum, which opened to the public in 2010, houses a stunning collection of sleek coachbuilt coupes, graceful racing roadsters, and powerful touring cars, with a focus on French automakers including Talbot-Lago, Delahaye, and Bugatti. Many of the museum’s cars came from Peter’s fabulous personal collection, while cars on loan from various collectors helped supplement several stunning exhibits at the museum that highlighted the craftsmanship of cars from the brass era through the early post-war period, with a focus on curvy, Art Deco masterpieces from those aforementioned French brands.

So far, we know that four cars from the collection will remain on display after the museum closes. They will make a short trip south to Los Angeles to become part of the Petersen Automotive Museum. It’s a logical move, since Mullin was a founding board member of the Petersen Automotive Museum and a major influence in the Petersen’s overhaul eight years ago that completely transformed the look, inside and out. The four cars that will soon be found at the Petersen are a 1937 Talbot-Lago T150 CS “Teardrop,” a 1938 Hispano Suiza H6B Dubonnet Xenia, a 1939 Delahaye 165, and a 1938 Delahaye 145.

“Sharing these ‘rolling sculptures’ and beautiful art with others was Peter’s truest passion, and the museum helped bring that vision to life,” said Merle Mullin, director of the Mullin Automotive Museum. “We are deeply indebted to our staff, docents, volunteers, visitors, and supporters who have dedicated their time and passion over the past 13 years. I hope past and first-time visitors will have a chance to say goodbye before we close.”

We spoke to Ken Gross, who was a friend of Mullin and also a former Executive Director of the Petersen Automotive Museum, who told us that Robert Petersen had hoped that his automotive museum could permanently house a part of Mullin’s collection. While that vision hasn’t come to fruition, many of Mullin’s cars have been parts of various exhibits at the Petersen over the years. Gross described the Mullin Automotive Museum as a “miniature Paris Salon, in the best of ways,” noting that “there isn’t another museum like it in the country.”

If you’d like to see the Mullin’s collection again, or for the first time, the museum will be open for three more days, through Saturday, February 10, before closing for good. You can find tickets here.

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The Lane Motor Museum in Nashville, Tennessee, is making room for new exhibits by selling 10 cars from its famously eclectic collection. Among the prototype race cars and rare, restored classics, this 1988 Citroën Tissier Car Carrier stands out as a bizarre but crafty custom.

The car began as a 1988 Citroën CX before a conversion by Application des Procédés Tissier added a pair of axles and a flat-load bed capable of hauling about 3500 pounds worth of car. The new axles both ride on the same hydro-pneumatic suspension for which Citroën is known. The front-wheel-drive diesel powertrain, like everything else forward of the B-pillar, was left intact, giving the low-profile car hauler a five-speed manual transmission and 121 horses to transport new purchases or old race cars without the hassle of hitching up a trailer.

Although trailering is a skill that’s not too difficult to pick up, it’s still often a chore. Fueling up often requires forethought and logistics. Depending on where you’re hauling, laws can also limit your speed and your lane selection. Even powerful late-model 1-ton diesel pickups with more than 400 hp are relegated to 55 mph and certain lanes in California, for example.

It might take the 2.5-liter turbodiesel a while to reach freeway speed unladen, and even longer with an extra 3000 pounds of race car on board, but this Citroën does seem like it would be a comfortable cruiser once it got there. The previous owners must have thought so at least, as they managed to rack up more than 550,000 kilometers on the chassis (that’s more than 341,000 miles). Thankfully the engine and transmission have been replaced with a pair that has just 50,000 kilometers on the clock.

This car also reminded us of a custom Citroën hauler from a different museum. A Citroën SM was converted to haul a land-speed-racing SM and the duo were displayed at the Mullin Automotive Museum. The former GT car was quite an excellent tow vehicle for the custom gooseneck trailer and, again, the hydro-pneumatic suspension made for a comfortable ride.

Lane Motor Museum is asking $45,000 for this custom creation. If we could drive away from the museum in just one of the 10 vehicles up for sale, it might just have to be this strange hauler, especially if we strapped a race car on first.

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Since we were first shown the Charger Daytona SRT concept almost 18 months ago, news about the replacement for the long-lived Dodge Challenger has slowly trickled out. Now Dodge has given us a few teaser images via Instagram. The big news is that the production version will be available later this year, but this pre-production model also suggests that the design of the showroom model won’t deviate much from the concept.

What we can glean from the few, rather small photos is that the concept keeps the lines and proportions of the concept but adds a B-pillar, much like the recently departed Challenger. Like that car, this new two-door Charger will blur the line between coupe and sedan by offering a functional rear seat with actual headroom. Of course, the door handles are also new; they sat flush with the body on the concept. They are a bit tough to spot, but the concept’s prominent heat extractors appear to have made the cut, and the Fratzog in the grille appears to be sticking around. Both wins in our book.

Powertrain specifics have yet to be revealed, although an anonymous source confirmed in October that the new, turbocharged inline-six engine, which will be replacing the many iterations of the Hemi V-8, will be an option on the future muscle car … and Dodge didn’t exactly deny the report. We expect that the top model will be an EV, a prospect that has certainly ruffled some feathers among the Mopar muscle faithful.

While the powertrains are changing, Dodge certainly seems to be sticking to the successful Challenger formula by offering a large, stylish, comfortable two-door. The soundtrack will change, that much is certain, there’s just no reason to suggest that the turbo inline-six won’t deliver spirited performance. We’re eager to see how much Mopar can turn up the wick on the mighty 3.0-liter. We might not have to wait too long to find out.

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You’ll run into all sorts of interesting cars in Wendover during Bonneville Speed Week. Naturally, there are race cars of every shape and size on the salt, but nearly as many interesting hot rods show up in town, their drivers there to pay respect to the hallowed racing ground nearby. We spotted this eye-catching Track T at a Speed Week car show and had to wait in line to talk to the car’s caretaker, Benny Bennett, to get the story on the race-inspired ride.

In the early 2000s, members of the Slo Poks Car Club, in Vancouver, Washington, helped fellow member and accomplished drag racer Nick Nicholson gather up the parts necessary to build the car. The concept was to create a street-driving version of the race car that Nicholson would have loved to have campaigned in the late 1950s or early ’60s, given the chance. The late land speed racer Bruce Geisler, a staple of Southern California Timing Association (SCTA) events for decades, was one of many who helped secure the right speed parts and decals to fit the late ’50s vibe.

Eventually, Nicholson retired from racing his other cars, and the roadster, which had been sitting for years, was difficult to climb into, anyway. Bennett told Nicholson that he’d relish the opportunity to be the car’s “caregiver” and ensured him it would stay true to his vision. Bennett, a 24-year member of the Slo Poks himself, took over that role in 2018. “I absolutely loved the car, the way it sits, how it looks,” Bennett explains. He’s not alone, as the roadster constantly had a group clustered around it in Wendover, admiring the details and asking questions. After purchasing the car, Bennett spent several months going through it and making it roadworthy.

Perhaps the roadster’s biggest draw is what’s under the hood. It wouldn’t be strange to see a 255-cube flathead V-8 powering a salt racer of the era, but this vintage flathead goes above and beyond with its induction and its cooling. A crank-driven 4-71 blower is mounted on its side in the nose of the car, where you’d normally expect to find a radiator. Driven 1:1 off the crankshaft, the blower pulls air through two Stromberg carbs on the driver’s side and pushes air and fuel out the passenger side and into a plenum that has two tubes, one feeding each cylinder bank of the V-8. The flathead uses an Isky cam and a set of ported Edelbrock heads to make better use of the boost.

Of course, with no radiator up front, Nicholson had to get crafty with the cooling system. The V-8’s water pumps are turned around to move water to the back of the car, where a trunk-mounted aluminum radiator kicks out the heat. From there, an electric pump pushes water forward to the engine. Even with 14 gallons of coolant in the system and a more modern radiator, the arrangement isn’t perfect, but Bennett has modified it to be more effective than its original iteration, which was what led to the car sitting for so long before his acquisition.

Now that the bugs have been worked out, Bennett can drive the roadster, even in the Arizona heat of Lake Havasu City, where he has relocated since the purchase. In the summer, the car can reach 185 degrees. “It’s pretty warm for a flathead,” Bennett admits. “This one’s been cooked a couple of times.” When he takes the car out, its racy nature naturally has onlookers asking how fast it is, but Bennett isn’t concerned with finding that answer. Rather, he’s more interested in “holding onto a piece of my car brotherhood history.” Besides that, the powerful flathead would probably get itself into overheating trouble if it were asked to go wide-open for miles at a time. “I don’t drive it like I stole it,” Bennett says. That doesn’t mean that it’s not fun, however. “It’s very visceral and straightforward. Lots of feedback.”

Passersby are naturally drawn to the engine, but Nicholson also put some ingenious engineering into the suspension. Both front and rear use torsion bars, pirated from a pair of Mopars. The torsion bars make for compact packaging and would have been cutting edge for the early ’60s racer this car was built to embody. The torsion bar connects to the radius rods, and you can spot it in the photo above; it’s the polished rectangular bar.

Bennett says that the car was an expensive paperweight for a few years, that it puked out all its coolant on the mile-long drive to his home after he bought it, and that even after some tinkering and problem-solving, it can be temperamental. Still, he has no regrets. “I want to tell the story,” Bennett says, and be a good steward while it’s in his possession. “A lot of times, cars like this get sold and the mission is lost. Nick’s goal was for people to look at the car and be able to reminisce on that era of racing,” says Bennett. It has succeeded in that regard. Although he’s had offers to purchase the car, he’s still enjoying being its caretaker, but eventually he hopes to pass it along to someone who shares the passion for preserving this homage to land speed racing’s past. Until then, Bennett will keep bringing the roadster to Speed Week, where he hopes to get out on the racing surface this year, get some salt in his teeth, and enjoy the car as it was meant to be.

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When the Hummer H1 hit the market, it made a huge impression. It drew criticism for its size, garnered a reputation for its off-road prowess, and also spawned a few copycats.

Perhaps seeking something burlier than the edgy sedans and sporty two-doors it had been making for Fiat, Mercedes, and Renault, Italian coachbuilder Coggiola saw the H1 and decided that it needed a sleek makeover. The firm used the capable chassis and powertrain of the original Hummer to build the T-Rex, a curvy, three-row SUV that debuted in 2000 at the Geneva Auto Show to showcase the firm’s prowess in building concept cars. We recently discovered the rare SUV, initially intended to carry a $700,000 price tag, up for sale in Rome.

The H1 underpinnings bring some unique pros and cons to the T-Rex. The four-wheel independent suspension and portal axles give the 4×4 excellent ground clearance, as does the high-mounted powertrain: The SUV sits nearly 16 inches above the ground.

Since the construction of the Hummer’s construction places the transmission practically inside the cab, between the two front occupants, the seating arrangement is a little strange. The T-Rex takes advantage of the setup by adding a third row with stadium seating, allowing an almost ridiculous amount of legroom for the rear-most passengers. Like a Vista Cruiser, a pair of curving windows in the roof form a crescent and add visibility for the passengers.

The interior is far more upscale than that of the average H1, with custom gauges for the driver and laptops provided for passenger entertainment. Look a bit closer, and the HVAC controls—plucked from GM’s bin of truck parts—hint at what’s going on under the sumptuous leather upholstery.

Looking at the T-Rex from the outside, you’d never guess it was an H1 underneath. The front end still carries a seven-slot grille that is most associated with Jeep, and the combination of round and rectangular lighting makes it look like an overgrown WJ Grand Cherokee is eating a Wrangler.

The profile of the T-Rex is equally strange, as the stadium seating adds height and bulk to the rear, but somehow the car also seems to be hunched forward. It’s as if a second-gen Dodge Durango was popped out of the mold and the assembly line slammed to a stop before it had a chance to cool. The T-Rex has a lot of interesting angles, although the wide shots provided in the listing aren’t very flattering.

The 7000-pound beast is still powered by the H1’s 195-hp, 6.5-liter turbodiesel V-8, so performance will be, well, adequate. Think of the Coggiola T-Rex as the SUV for the collector who has everything but doesn’t happen to be in a hurry. As Chili Palmer said, “If you’re important, people will wait.”

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In 1927, Major Henry Segrave piloted a Sunbeam land-speed car to 203.79 mph on the sands of Daytona Beach, Florida, making it the first car to record a speed over 200 mph. The National Motor Museum, located in Beaulieu near the southern coast of England, hopes to get the massive racer running and bring it back to Daytona three years from now, on the 100th anniversary of the achievement. What better way to celebrate the feat than with the thundering report of the car’s twin 22.5-liter V-12 aircraft engines?

The National Motor Museum has calculated that it will take £300,000 (about $383,000) to rebuild the two monster engines, freshen up the car, and ship it across the Atlantic. After announcing the plan last March, the museum has already raised £50,000.

Museum visitors can currently see the car’s chassis, which is on display while other restoration work is being done. Later this month, the museum’s manager and chief engineer, Doug Hill, along with senior engineer Ian Stanfield will host a talk highlighting the restoration efforts. They’ll be joined by Richard Noble, who held the outright land-speed record for driving the Thrust 2 to 633 mph in 1983. Tickets for the event will benefit the restoration of the Sunbeam.

Plans for the huge, sleek racer include the trip to Daytona, naturally, but also a tour around Europe and America so that racing fans and history buffs can get an up-close look at the machine and also hear it in all of its glory. One of the DOHC, 48-valve engines seems to be up and running for the first time since before WWII, after a rebuild that repaired the aged and oxidized machinery, but there’s still a long way to go.

“Funds are now needed to gear up a level to complete the second engine build and ultimately the full restoration. Donations for the Sunbeam 1000hp Restoration Campaign can be made online. Sponsors and corporate donors who would like to be associated with the campaign are urged to get in touch with the Museum’s Development team,” said National Motor Museum’s Michelle Kirwan.

This record-setting car would be a sight to behold, as it highlights a different era of land speed racing than anything we’ve experienced. With 24 cylinders and nearly 1000 hp on tap, it would sound unlike anything we’ve seen in competition. We wish the National Motor Museum luck in reaching its goal and preserving this wonderful piece of history and hope to see the Sunbeam hit the beach in three years!

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Pickup trucks are not only big-ticket items, but they are also some of the best-selling vehicles in the United States. Ford, Chevy, Ram, GMC, Toyota, Nissan, and now Tesla are all scrapping for slices of this lucrative pie. Now that 2023’s books have been wrapped up, manufacturers are sharing their year-end sales totals—and there’s lots to dig through.

Some of the biggest bragging rights in the industry go to makers of full-size pickup sales; it’s been a point of pride for Ford to tout its F-series as the best-selling truck on the market. Indeed, it has captured the title for best-selling model—several models actually—for 47 years in a row. In Ford’s year-end sales report, posted January 4, 2024, it claims, “Ford again was the No. 1 selling truck manufacturer for Q4 and for full year 2023. . . Ford sold 1,081,777 trucks and vans in 2023.”

Over at GM, its release touted that GM was the #1 in total trucks for the 10th straight year, citing 1.3 million “full-size pickups and vans, midsize pickups and full-size SUVs sold.”

The discrepancy, of course, comes from the fact that Ford is a manufacturer and also a brand. Meanwhile, Chevy and GMC are brands, while GM is the manufacturer. GM tallies up Silverado and Sierra sales to claim full-size pickup sales performance to investors, but Ford touts F-series sales in commercials to customers. Ford’s 750,789 F-Series truck sales in 2023 fell short of GM’s 840,000 combined sales of Silverado and Sierra 1500, 2500, and 3500 models. Still, both companies have a lot to brag about:

• Ford sold the most full-size hybrid and EV pickups, with 24,165 Lightning sales.
• Silverado sales are up 6 percent on the year, and Trail Boss and ZR2 models are flying off lots.
• GMC recorded its best-ever sales for Sierra (up 22 percent over last year) including record sales of AT4 and Denali trims.

In other 2023 full-size truck sales news, Tundra posted its best year ever, with 125,185 sales (up 20.5 percent). Nissan’s Titan saw a 27 percent increase in sales, although the brand still only managed to move 19,189 of them. Ram saw sales drop 5 percent, to 444,926 units, and looks to rebound in 2024 as it launches the 2025 Ram that transitions away from Hemi V-8 power to turbocharged inline-six power and launches an interesting plug-in hybrid powertrain. Tesla celebrated a record sales year, although wouldn’t break out how many of those vehicles were Cybertrucks, because, well, it’s Tesla.

The 2024 sales race is now on, and manufacturers are expecting the total market to grow year-over-year. We’re not sure if the full-size sales trends will continue, or if will we see a shakeup as hybrids and EVs gain ground, but it should remain interesting as newcomers challenge the status quo and innovation pushes power and efficiency higher.

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Roland “The Hawaiian” Leong was born on Oahu in 1945 and began drag racing in his teens. Moving to California in the ‘60s, he campaigned a long line of dragster and funny cars emblazoned with Hawaiian livery. Leong made drag racing his career and was a feared competitor and beloved friend. He passed away on December 29 at the age of 79.

A long list of wins and historic firsts can be attributed to Leong, who battled and won against some of the most storied names in drag racing. Leong put Danny Ongais behind the wheel of his Chevy-small-block-powered Top Gas dragster as they earned a class win over Mickey Thompson’s hemi-headed Ford at the 1964 Winternationals. After his first Top Fuel dragster pass at Lions Drag Strip ended in a crash, Leong leaned into his strength as an engine tuner and passed the driving duties onto a who’s who of drag racing hot shoes. Jumping full-bore into Top Fuel dragsters, Leong teamed with Don Prudhomme, who won his first Top Fuel Eliminator event driving the front-engine Hawaiian dragster at the 1965 Winternationals. They won again at the U.S. Nationals later that year before Prudhomme and Leong temporarily parted ways and Mike Snively drove the Hawaiian dragster to wins at the 1966 Winternationals and U.S. Nationals.

Moving to Funny Cars to take advantage of the opportunity to match race at venues across the country, Leong built a narrow and sleek Dodge Charger that wore one of the most beautiful Hawaiian liveries yet and took the country by storm. His drag racing instincts and mechanical know-how enabled Leong to compete in funny cars for decades, perhaps most famously with the Hawaiian Punch Dodge funny cars in the ‘80s. Even after retiring from car ownership after sponsor money dried up in the early ’90s, his expertise made him a natural choice for owner Prudhomme to bring on as Crew Chief where he helped Ron Capps secure his first event win. The team’s strong 1998 seasons saw them finish in second place behind perennial champ John Force.

Leong never seemed to fully leave drag racing, lending his expertise to the NHRA Hot Rod Heritage Series at which vintage-looking funny cars and dragsters compete. You could often find him at a race, hanging out with life-long friend Don Prudhomme; the two kept close even though they’d each hired and fired the other.

Despite his impressive achievements and staggering wealth of knowledge, Leong was always humble and always had time to speak to fans at events—me included. His humor, his wisdom, and his friendship will be sorely missed by his family and friends, as well as fans of the sport he was so instrumental in shaping.

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Spectating at Bonneville Speed Week can be dangerous, but not for the reasons you might expect. While the racers often reach almost incomprehensible speeds across the dry lake bed, the spectators are kept behind the starting line and far off the course. Unless an errant race car hooks off toward the impound or pit area—which has happened—the racing only gets dicey for the drivers. As a spectator, what you’ve got to look out for is Salt Fever, a serious urge to compete in land-speed racing that can last a lifetime. For Clay Pitkin, a Utah native, the fever is proving incurable.

In August 1990, Pitkin’s father, Terry, drove the two of them to the Bonneville Salt Flats in their 1984 Mustang. The two weren’t prepared for the hot summer weather—the car didn’t have air conditioning—but they did pack a lunch. The two sat in the Mustang near the starting line and watched cars head off down the course and over the horizon. “I have to give kudos to my dad,” Pitkin said, “because he’s the one that took me out and introduced me to Bonneville.” They returned the following year, bringing lawn chairs to enjoy the racing from a cooler vantage point.

Pitkin has been going back to the Salt Flats every year since. The turning point came in 2002, when he and his father-in-law, Ted Crandall, made the trip together. They spotted a sign that read “Pit Crew Needed” and asked the driver what that might entail. The driver, who was attending the event solo, said he needed help getting buckled into his car and picked up at the finish. For their trouble, he’d buy them a steak dinner that night in nearby Wendover. That sealed the deal.

After years of serving on the crew for the car, a Suzuki Swift, Pitkin eventually bought it and took over as driver. That Suzuki Swift succumbed to the harsh and salty Bonneville conditions, which allowed rust to take hold of the car’s sheetmetal. The race car is now a 1997 Geo Metro, a rebranded Suzuki Swift. Instead of the 1.0-liter three-cylinder that came with the car, the subcompact hatch is powered by a 900cc two-stroke twin from an Arctic Cat snowmobile. The car has been running the engine since 2012. Before that, it had used a 1000cc two-stroke triple that was not able to make as much power.

Mike Hair at Custom Pipes Incorporated had done a lot of research in exhaust and expansion chambers, so Pitkin contacted his company to design the expansion pipe that leads to a Mitsubishi turbocharger. At 13 pounds of boost, the 900cc engine produces an impressive 285 horsepower at the wheels! Pitkin made some important modifications to keep that power from breaking loose. He welded the crankshaft to add strength and selected new pistons and new rods that would hold up to the intense pounding the engine takes while going full-throttle for miles at a time. The engine is mounted to a stock Metro transmission by way of adapter plates machined by Lenard Myers at Custom Fab & Machine in Salt Lake City. First gear is useless; Pitkin launches the car in second.

For the sake of aerodynamics, the car’s grille is closed and neither the engine nor the charge cooler relies on a radiator. Instead, both are cooled using a water tank located in the car’s cargo area. Competing in the I/Blown Gas Altered Coupe class, the car has run a best of 135 mph. The current class record, set in 2016, is 144.032 mph.

When we asked Pitkin how his 2023 Speed Week was, he laughed and replied with a single word: “Wet.” Indeed, the weather at Bonneville has caused the cancellation and delay of the last two Speed Week events, respectively. Thankfully the rain let up enough at 2023’s event to allow some passes.

“From a personal standpoint, we got a lot of questions answered,” Pitkin said. Unfortunately, the bearing that connects the engine and transmission failed during a run when he was approaching 90 mph. “It decided it had had enough, and did not consult with me,” Pitkin joked. That was on Thursday, and racing would wrap up on Friday morning, so Pitkin and his crew— his wife, Heidi, his sons Brad and Bryce, and the aforementioned Lenard Myers—packed up and made the two-hour drive back to their respective homes north of Salt Lake City.

Pitkin and his crew plan on returning to Speed Week in 2024, naturally, and hope to get the car sorted out in the meantime. That will mean more time spent on the dyno and on getting the snowmobile engine to play nice with the Geo/Suzuki transmission. If you’d like to risk the Salt Fever, Pitkin would surely welcome you into his pit and show you around the unique race car. If you’re looking for a steak dinner, there are probably plenty of teams that could use a hand. Don’t say we didn’t warn you.

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There’s more than one way to skin a car, but there are only so many ways to drape sheetmetal over a frame and make it look good. Popular styles rise to the top, and we covered quite a lot of them when we gave 20 examples of similar-looking cars. We’ve revisited this idea and expanded it to focus on specific design elements, rather than just the entire car, including some suggestions from reader comments. If you recall grilles or taillights or dashboards from two vehicles that seem to copy each other, let us know in the comments below.

1959 Pontiac and 1960 Edsel grilles

We’re gonna start with two pairs that were suggested in our list of doppelgänger cars from almost two years ago. The short-lived Edsel brand had a rough go in its early years, thanks to a polarizing grille that is still instantly recognizable. Frequently described as resembling either a horse collar or a toilet seat, the signature vertical center portion was tossed aside for the 1960 models, which wore split grilles that looked an awful lot like those on Pontiac’s 1959 models. The result was a stylish, understated design that looks particularly good as a wagon, in our opinion.

Unfortunately, 1960 marked the final year for the Edsel brand, so we didn’t get to see Ford apply Edsel styling to the Falcon, as was planned. We got the Comet instead, so things worked out just fine. But can you imagine if the brand had survived a few more years, and we got to see Edsel’s take on the Mustang?

1960 Pontiac and 1961 Dodge Lancer grilles

When Dodge launched the Lancer line in 1961, to give the brand a version of the Valiant, the automaker made some major leaps in design. The greenhouse was unlike anything else on the market—the influence of Exner was clear. The front, however, did have a strong resemblance to the full-size Pontiacs of the previous model year. The horizontal grille slats and a protruding shield shape look good on both vehicles, and both also have prominent horizontal body lines that start at the leading edge of the fender and terminate mid-door. Aside from those similarities, however, there’s really no mistaking the cars for one another.

1968 Mopar C-body and 1970 AMC Ambassador C-pillars

We love how much a car’s entire look can be transformed by changing just the roof. Some cars look good as convertibles and fantastic as coupes, and vice versa, but some cars were offered with sportier or more formal rooflines that really were their best looks. Dodge, Chrysler, and Plymouth C-bodies were available with a sleek hardtop in 1968 that made the otherwise conservative cars look much more like overgrown muscle cars. In 1970, AMC added a very similar roof to its Ambassador, with a similar effect.

1968 Olds Toronado wheel flares and dozens of early 2000s cars

This one was suggested by our own Stefan Lombard, who pointed out the Tornado’s wheel flares were oddly similar to those found on a 2004–08 Nissan Maxima and also later Altimas. Other cars from the era have similar shaped flares with a flat, vertical face that follows the wheel opening.

1970 Pontiac Trans Am and 1972 Porsche Carrera ducktail spoiler

Form follows function, and this shape works as intended to break up the flow of air over the rear of a fastback roofline. This one’s also from Stefan Lombard, who saw the similarities in the two cars and it led us to gather two fantastic examples for a retro comparison.

C4 Corvette and Mk IV Supra interior

There were plenty of Supra fans who pointed out that the C7 Corvette’s dash resembled the driver-focused cockpit of the MK IV Supra. Go just a bit further back, and you can see that the Corvette team was looking at the later C4 for inspiration, as the dash was redesigned for the 1990 model year. If you want a more recent example of Corvette raiding its own design bin, note the strake on the front of the C8 that divides the lower grille opening, and then look at the split front bumper on the C2.

2003–2010 Dodge Viper and 2006-2010 Pontiac Solstice interior

Whether you believe there were three or five generations of Viper, you can probably agree that Pontiac cribbed some elements from the famous snake’s interior when it made the Solstice. The powertrains couldn’t be more different, but the basic shape for the center stack and the vent placements is pretty spot-on for both of these sporty cars

Nearly every Aston Martin ever, and the 2013+ Ford Fusion grille

This one was talked about all over the automotive sphere when the 2013 Fusion debuted. The shapes are different—Aston Martin’s a grille opening features concave curves on its top edges—but the comparison is definitely warranted.

1993 Pontiac Firebird and 2021 Porsche 911 GT3 heat extractors

As soon as the 2021 Porsche 911 GT3 debuted, we had a funny feeling we’d seen a similar hood treatment. The twin heat extractors gave us serious fourth-gen Firebird vibes, and when we pointed it out, Hagerty’s Porsche faithful came out of the woodwork to call us crazy. Two years later, and the extractors still look similar to us.

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You’d be wise to not underestimate a ’68 Road Runner, even one with a tame, quiet idle. However, you certainly wouldn’t expect even a potent muscle car engine of the era to be capable of producing 1000 hp without a rough, staccato idle that would announce its presence from a block away. Don’t be fooled. This blue-on-blue 1968 Plymouth, looking every bit like a restored show car, is packing 426 cubic inches of Gen III Hellephant crate engine under its hood. It’s slated to cross the auction blocks at Mecum’s Kissimmee, Florida, sale in January 2024.

For some Mopar fans, the thought of a 426 Hemi conjures up images of E-bodies with shaker hood scoops, or perhaps a lightweight 1968 Barracuda prepped for drag racing. For us, it’s the Dodge and Plymouth B-body that is most synonymous with the V-8 Elephant that became such a revered engine on streets, dragstrips, and on NASCAR’s superspeedways.

The magical 426 cubic-inch displacement is synonymous with the Gen II Hemi of the muscle car era, but there’s also an impressive late-model crate engine that took a different approach to getting that kind of displacement. Just 100 Hellephant crate engines were built at sold by Mopar, and the recipe for their ground-pounding 1000 hp and 950 lb-ft of torque was an aluminum Gen III Hemi block—all production cars and trucks sold with at Gen III Hemi used iron blocks—with a 4.125-inch bore and a 4.0-inch stroke. Like the Hellcat V-8 that it was developed from, the Hellephant’s aluminum heads were topped by a sizable supercharger and charge cooler. In retrospect, this engine was likely the beneficiary of a lot of the engine development that went into the 1025 hp, 6.2-liter Hemi that powered the Demon 170.

When Mopar first showed the Hellphant crate engine at SEMA 2018, we were hoping for builds like this, although we didn’t expect a builder to start with an already restored beauty. Before its transformation, this Road Runner was a hit at the Muscle Car & Corvette Nationals, where it scored 990 out of a possible 1000 points thanks to an incredibly detailed restoration that retained the factory interior. Its original four-barrel 383 engine was rated at 335 hp and the big bore, short-deck big-block was capable of much more. However, the 1968 Road Runner was also available with the legendary 426 Hemi, so perhaps this well-muscled coupe, even in its restored glory, always had a chip on its shoulder. Not anymore.

Aside from its monster motor, the Road Runner also received a set of subframe connectors to help the body keep up under the strain of 950 lb-ft of torque. Inside, the otherwise original interior was upgraded with a Vintage Air air conditioning system and what looks like a Dakota Digital dash to help keep tabs on the V-8. The dash blends in nicely and still uses three 180-degree-sweep analog gauges on either side of a small display. The factory floor shifter, once connected to a four-speed manual transmission, is now a Lokar piece that shifts a GM 4L80E. The four-speed automatic trans is a popular choice for high-powered drag-and-drive cars and is known for being able to stand up to lots of torque while letting big engines loaf around at highway speeds thanks to its 0.75:1 overdrive.

We’ll be watching this auction at next month’s Mecum sale, as we’re interested to see how collectors respond to a well-restored car going under the knife to accept a modern powerplant. If there was a modern engine worth dropping into such a classic, it would have to be the Hellephant.

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Our auction pick of the week is this stately piece of British luxury, a 1970 Rolls-Royce Silver Shadow Long Wheelbase Saloon. This model marked several major changes for Rolls-Royce, as it was the company’s first model to ditch a solid rear axle in favor of independent rear suspension while also becoming the first to evolve from body-on-frame to unit construction. The former provided an improved, compliant ride, while the latter allowed for the Silver Shadow to offer increased interior room than the longer, wider Silver Cloud it replaced. Of course, part of that efficiency can be chalked up to the Silver Shadow also ditching its predecessor’s prominent fenders and tumblehome to become more upright. The Silver Shadow also became the first Rolls-Royce to ditch drum brakes in favor of discs, helping the heavy coach with a major boost to stopping power.

The luxo-cruiser is powered by Rolls-Royce’s long-lived 6.75-liter V-8 which routes its power through a rugged and reliable column-shifted GM Turbo-Hydramatic 400 three-speed automatic transmission. The gearbox isn’t the only bit of borrowed kit, as its cushy hydro-pneumatic self-leveling suspension was licensed from Citroën. Rolls-Royce wasn’t big on touting power levels at the time, although when pressed, the company listed the output of the twin one-barrel V-8 at 189 hp. That’s not a particularly impressive figure, although the big V-8 was tuned for quiet, low-speed torque and delivered in that regard.

To give its rear-seat occupants even more posh seating accommodations, this model is equipped with a stretched body that added four inches to the wheelbase compared to a standard Silver Shadow. Only 2,780 versions of the 123.5-inch-wheelbase Silver Shadow were built over the model’s nine-year run from 1969–1977, less than 20 percent of total production. Inside, the cushy seats are upholstered in tan Connolly leather, with wool Wilton carpets and contrasting solid wood trim covered in walnut veneer. Rear seat passengers can enjoy their extra legroom and ride in comfort with wool floormats and fold-down footrests, while the driver and front seat passengers are treated to comfortable seating of their own, with individual armrests.

This fine example of Rolls-Royce craftsmanship is being offered by the Petersen Automotive Museum, which received the car in 2020. It has just over 33,000 miles on the odometer. Included in the sale are the original owner’s manual and a tool kit that includes a pair of pliers, a spanner (wrench, for us Yanks), and some spare bulbs. Given its unique implementation of a Citroën suspension and rather uncommon engine, we imagine the car will require a specialist’s care and a more comprehensive toolset, to say the least. However, aside from a few paint blemishes, some worn trunk carpet, and a crack in the dash trim, the car appears to be in good shape given its age and should give its next owner plenty more miles of quiet, elegant motoring.

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Chevrolet wrapped up production of the sixth-generation Camaro this week, the automaker confirmed to Hagerty, bringing an end to the sixth-generation pony car’s nine-year run. Chevrolet hasn’t offered up any plans to field a successor, leaving a question mark on the future of Chevrolet’s sporty coupe. It’s sure to leave a noticeable gap in the brand’s performance lineup as the C8-generation Corvette’s entry price climbs closer to $70,000.

While the future of the Camaro is up in the air, we did get confirmation from Chevrolet that the last sixth-gen to roll off the line at Lansing Grand River Assembly was a ZL1 1LE equipped with a manual transmission. The end is bittersweet, but at least the last Camaro of the run was a variant that, even at the close of its production run, could be counted among the most potent track cars on the market.

“Camaro is a passion product,” reads Chevrolet representative Trevor Thompkins’ emailed statement. “It has developed a fan base across the world and has brought people into Chevrolet dealerships for generations. The sixth generation specifically represented athleticism and composure—exuding confidence on the road and dominance on the track.”

Unlike the fifth-generation Camaro, which brought the nameplate back from hiatus since the 2002 model year and took a bit of honing and tweaking before it shined, the sixth-generation Camaro was a phenomenal driver’s car out of the gate. The SS was a well-balanced and sporty pick, but 1LE variants of the LT1-powered car as well as the V-6 and turbo-four variants were particularly rewarding on track. The LT4-powered ZL1 was an absolute beast and the 1LE variant of that supercharged monster punched far above its pricetag, lending an aura of track superiority to the entire Camaro lineup.

There was writing on the wall, however, that Camaro wouldn’t live past its current form. There haven’t been any seventh-generation Camaros spotted testing, the car’s engineering team got reassigned to other projects, and there never was a long-rumored Z/28 variant. For the last three years, it seemed that the writing was on the wall and Chevrolet was no longer putting any effort into special editions of the Camaro and even the farewell package for the model was lukewarm.

If you’re already mourning the Camaro’s demise, you can at least revel in its rich history by clicking here to read our recent 11-story elegy to the beloved GM pony car.

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Who doesn’t love a vintage pickup? With their simple layouts and sturdy construction, there are plenty of examples of old iron that would make great projects. We’re not trying to rationalize adding another vehicle to your collection, but if you’re already eyeing that empty bit of space in your garage and picturing how you’d fill it, perhaps a classic pickup truck isn’t the worst option. True, that spot might have to be a bit bigger than the space needed for a sporty roadster, but you typically can’t fit a pair of motorcycles or half a cord of wood into the trunk of a Triumph. OK, maybe we are trying to rationalize adding another vehicle to your collection.

We had our valuation specialists look through the latest numbers and we picked out a wide variety of pickups from an array of manufacturers that can all be had in #3 (Good) condition for less than $20,000. A vehicle in #3 condition could be a candidate for sprucing up or enjoying as-as, and putting the bed to use as intended. This list of sub-$20,000 pickups is far from exhaustive—there are plenty more out there that should fit just about every classic pickup lover’s fancy. Do any of these parts haulers and workhorses have a place in your collection?

1930 Model A open cab pickup

#3 (Good) Value: $19,900

The Model A Ford was available in a staggering number of body styles, from roadster and cabriolet to coupe, sedan, and pickups both with and without a metal roof. This is one case where the adage, “if the top goes down, the price goes up” doesn’t apply as the roadster pickup has recently dropped in price to come in under our $20,000 threshold. All of the same hot-rodding principles apply to these pickups, and while their banger engines can be hopped up, they also look and perform quite nicely with a flathead V-8 swapped in and the hood sides removed to show it off.

1959 Studebaker Deluxe 1/2-ton 259 V-8

#3 (Good) Value: $19,700

Studebaker ushered in a new generation of pickups in 1960, with sheet metal based on their car lineup, so the 1959 pickups were nearing the end of an era. These curvy trucks eschewed the quad-headlamp look that the Big Three had all adopted by 1959, so they might have looked a bit dated when new, although we think the style has aged just as nicely as many of its contemporaries. The half-ton we picked comes with a 259-cubic-inch V-8. If this were in our collection we’d enjoy taking it to shows, and it’d no doubt be the only one of its kind in attendance.

1967 Chevrolet C10 short-bed fleetside 327 V-8

#3 (Good) Value: $19,900

Another that came in just under our $20K cap, the first year of a new pickup generation brought the ’67 Chevy pickups gorgeous styling. This was the only year of this era without side marker lights, making for a clean, uncluttered design. This generation has aged well and has been a mainstay among pickup fans for ages. The long trailing arms used on the rear suspension of the 2WD pickups gave them great handling for the era and their enduring popularity have helped aftermarket suppliers make all sorts of restoration and restomod parts available. Equipped with a 327 cubic-inch small-block V-8, this could be a great parts hauler to match your Bow Tie muscle car.

1973 International Wagonmaster 1110 392 V-8

#3 (Good) Value: $18,400

International Harvester built several interesting vehicles despite being outmanned and outspent by the Big Three, and as a result they’ve also cultivated a sizable cadre of dedicated enthusiasts. They were sort of like the AMC of pickups and SUVs, except that AMC also made pickups and SUVs. We think you get the point. The Wagonmaster was an ingenious product that proved to be way ahead of its time. The concept: take a four-door SUV and remove the rear roof section to build a crew-cab pickup. It’s the recipe that would eventually give us the Chevrolet Avalanche decades later. The Wagonmaster also existed long before crew-cab pickups became the largest share of the pickup market, so if you’re looking for the combination of four-passenger practicality and short-bed utility in a pickup from the ‘70s, your options are limited. The one we picked is powered by a big International V-8 engine, that comes in a displacement familiar to Mopar fans: 392 cubic inches. International’s family of V-8 engines are known for being heavy as heck, but they also come with a reputation for being bulletproof.

1979 Jeep J-10 Custom Townside short bed 4×4 360 V-8

#3 (Good) Value: $19,800

Before the Gladiator was based on a Wrangler and the Comanche was based on the XJ Cherokee, Jeep’s pickups were built on a full-size platform shared with the venerable Wagoneer. These pickups were powered by AMC’s inline-six or the optional 360 V-8 like the one we’ve chosen here, and the 4×4 versions came equipped with Jeep’s Quadra-Trac 4×4 system with low range. These pickups might be a bit more difficult to find parts for compared to their Big Three contemporaries, although there are plenty of reproduction graphics available to give it a Honcho or Golden Eagle upgrade, which kind of makes up for it. The Golden Eagle models are a bit more desirable and fell just outside of our $20,000 cap.

1985 Toyota SR5 4×4 Xtra Cab 22R-E

#3 (Good) Value: $18,000

The styling of the 1984-1988 Toyota pickups has aged quite well in our opinion, and the values of SR5 4x4s across the range is rather similar, so take your pick of 2bbl carbureted 22R engine or the fuel-injected 22R-E model for a bit more power. We gave our nod to the 1985 model for a couple of reasons. It was Marty McFly’s pickup of choice and looks great with a mild lift and some added lights, even if you don’t want to go full Back to the Future regalia. It also was the final year of a solid front axle in 4×4 models, making it easier to upgrade for some weekend off-roading. These tough and simple trucks were at the forefront of building Toyota’s reputation for reliability.

1985 F-350 Crew Cab 4×4 460 V-8

#3 (Good) Value: $16,000

You’d have to clear a massive parking spot for this behemoth, one of the largest pickups in our lineup. In exchange you’ll get a roomy cabin with seating for up to six, an eight-foot bed, and a gargantuan big-block V-8. Ford had yet to make the switch to fuel injection, so you’ll have ample opportunity to tune up the 460 with your choice of parts or convert it to EFI, which Ford did itself in 1988. It’s true, the big-block is no powerhouse by today’s standards—today’s F-150 comes with a base 2.7-liter EcoBoost V-6 that can outpower this 460, but it’s tough to knock the simplicity of this pushrod brute.

1987 GMC V1500 4×4 350 V-8

#3 (Good) Value: $15,500

Square-body GM 1/2-ton pickups have seen renewed interest in recent years, and 1987 is the youngest, most developed model year you can buy in. By then, GM offered throttle body injection, and while crude, the system was also reliable. Top-shelf square-bodies can far exceed our $20k cap, but there are still plenty of good ones available in a variety of configurations for not too much coin.

1989 Chevrolet K1500 Sportside 4×4 350 V-8

#3 (Good) Value: $16,900

The GMT 400 generation of pickups sparked new life into the custom truck scene. Their clean, uncluttered lines look great lowered or lifted. Like its earlier brethren we mentioned, these used a simple TBI injection setup. Their cylinder heads, cam, and intake are among the least impressive ever installed on a small-block Chevy, so a set of remanufactured Vortec heads and a new intake that reuses the factory TBI is an OEM option for a major upgrade.

1990 Dodge W150 short bed 4×4 360 V-8

#3 (Good) Value: $16,900

Just like Ford and GM, Dodge got a lot of mileage out of its 1970s-era cab design, with Dodge using the same basic structure from 1972 until the radical semi-truck-inspired Ram debuted in 1994. By the late ‘80s, Dodge had adapted TBI to its LA-based small-blocks, just as GM had done with its V-8s. Despite not having any design language in common with modern Rams, these trucks have a charm all their own. The 360 V-8 would wake up with a tune-up and we’d be tempted to backdate it with Macho Power Wagon graphics from the late ’70s.

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OK, let’s get this out of the way: Yes, the Blazer name was resurrected for a people-mover and not for a brawny 4×4. The Mustang Mach-E should have been called the Maverick, and the Maverick should have been called Courier, or, I don’t know, something else. That ship has left the station, the train has sailed, etc. Now, the Blazer name will be applied to an electric vehicle that will be sold alongside the internal-combustion Blazer, and the two will have nothing in common besides a name.

When Chevrolet invited us to Del Mar, California, to experience the Blazer EV ourselves, we were already over the confusing naming. We just wanted to get behind the wheel.

The 2024 Blazer might not be the brand’s highest volume EV in the coming years—that crown will surely go to the smaller, cheaper Equinox EV—but the Blazer EV will still be a milestone. Chevrolet will be the first automaker to build an EV that offers front-wheel drive (FWD), all-wheel drive (AWD), and rear-wheel drive (RWD) in the same vehicle, a bevy of options that highlights the flexibility of GM’s Ultium EV architecture.

The entry-level LT will use an 85-kWh battery for the eAWD version that packs 288 hp and 333 lb-ft of torque. An upcoming FWD version, that will be available later in 2024, will use the same battery pack. The range for the 288-hp eAWD powertrain is an impressive 279 miles. The sportier RS models will be available with the same AWD powertrain and an 85-kWh battery, or an optional 102-kWh battery that’s paired with an RWD unit that’s good for 340 hp and 325 lb-ft of torque. The EPA-certified range for the larger battery and RWD is 324 miles, besting many vehicles in its class.

Finally, an SS trim will feature a performance AWD powertrain with an output of 557 hp and 648 lb-ft of torque using the same 340-hp rear-drive unit and the 102-kWh battery that’s optional in the RS. We’ll have to wait to experience that version.

We only spent about half an hour in the more powerful RWD version and it is certainly more fun, with brisk acceleration up to about 45 mph or so before the strong surge of power levels off. Like other EVs we’ve tested, the performance exceeded our expectations given the advertised power level: Unlike an internal-combustion car, there’s no transmission-sapping power, and the torque curve is much flatter. We spent the bulk of our time in an eAWD RS model. While not as powerful, it still offered ample, sure-footed acceleration. Chevy claims 0-to-60-mph runs take a brisk 6.0 seconds.

Specs: 2024 Chevrolet Blazer EV RS eAWD

Price: $53,195 (base), $60,210 (as-tested)
Powertrain: Permanent magnet bar-wound motor and no magnet induction motor eAWD 85kWh battery
Horsepower: 288
Torque: 333 lb-ft
Layout: All-wheel-drive, four-door, five-passenger crossover
Weight: 5300 pounds
EPA-rated fuel economy (equivalent): 103/88/96 e-mpg city/hwy/combined
0–60 mph: 6.0 seconds
Competitors: Tesla Model Y, Ford Mustang Mach-E, Hyundai Ioniq 5

The overall throttle mapping is almost exactly what a driver would expect from a modern ICE car, except for the much-improved low-end performance. Throttle response is lively when asking for passing power, although the Blazer EV will coast when in its default driving mode, a behavior that keeps the vehicle from feeling jerky. One-pedal mode is available with a tap of a dash button. Otherwise, letting off the throttle won’t cause abrupt regenerative braking. Even using the paddle mounted on the back of the steering wheel on the left side that increases regenerative braking won’t upset the car—braking is applied very smoothly.

Despite the Blazer’s EV’s wide track and sleek roofline, forward and front side visibility is quite good. The rather short back window does make it difficult for taller drivers to adjust the rearview mirror to provide an optimal view, but all Blazer EVs are equipped with a rear camera mirror, which projects a clear, wide view onto the center screen, no matter your rear sightline. The camera is positioned below the rear window, so it does make vehicles look large when they creep up close at a stoplight.

Chevrolet’s controversial decision to ditch Apple CarPlay and Android Auto has caused fervent fans of both interfaces to light up automotive forums and decry the decision, writing off even considering a GM EV. There were a few on our media staff who were questioning the move and were very disappointed in the decision; others, your author included, weren’t married to either interface.

No matter which powertrain or trim level, the interior of every Blazer EV uses a 17.7-inch touchscreen that handles most of the vehicle’s controls. There are still physical dials for HVAC controls and volume. Chevrolet developed its interface with Google to help drivers during the transition from an ICE vehicle to an EV by integrating its navigation system with the vehicles’ charge state and an ever-expanding network of chargers. Ask the vehicle to plot a drive to a destination, and Google Maps will display an optimized route that includes where to charge, and for how long, taking the vehicle’s current state of charge, traffic, distance, and elevation into account. It will also inform the driver of how much charge will be left upon arrival.

After a quick setup of our phone, the application sent us off on our drive route with waypoints and we were free to use our phone to stream music to the car. If you use Spotify or another popular music streaming service, there’s likely already an app built-in for that, but whatever app you choose to play music or podcasts on your phone can still be broadcast to the car using Bluetooth. The caveat is that Google Maps + Voice is free for eight years; after that, it will likely be put behind a paywall. Eight years ago, both Apple Carplay and Android Auto were in their infancy, so who’s to say what in-car navigation will look like that far in the future?

Behind the wheel, the Blazer EV AWD feels solid and planted thanks to the wide track, while the long wheelbase helps isolate occupants from jolts. Like every mainstream consumer EV we’ve driven, the low center of gravity helps the Blazer EV from having much body roll. Through curvy stretches of road with changing camber, the Blazer EV performed flawlessly. Neither we nor our co-driver pushed the vehicle anywhere close to its limits, but it seemed more than capable of handling a bit of spirited driving.

Through it all, the Blazer EV was comfortable and very quiet. We experienced a particularly windy day and saw trees swaying and bushes near the road being lashed by gusts, but the Blazer EV wasn’t pushed around and wind noise was nonexistent. The nearly silent nature of EVs is compensated by an electronic whirring at speeds below 25 mph or so to help alert pedestrians of the vehicle’s presence; above that speed, the noise fades away.

Thanks to the Blazer’s wide stance and lack of a transmission or driveshaft tunnel, the interior is spacious. The tall, narrow center console leaves plenty of legroom and has deep bins for storage along with twin cupholders and a wireless charging pad that keeps your phone handy. The forward storage bin features a roll-top that hides USB-C ports for charging. With a 122-inch wheelbase that puts the wheels at the corners of the vehicle, Chevy was able to offer plenty of room inside for passengers, and rear-seat occupants will enjoy ample legroom. The Blazer EV’s cargo area also puts it at the top of its class, besting that of the Model Y, Mach-E, and Ioniq 5.

Operating the Blazer EV requires you to interact with both old and new technologies. A column-mounted shifter operates a bit like a traditional unit from back in the days of the Powerglide. The mounting location worked fine then, and it works just fine now, keeping the console free for more frequently used items. Pulling back and down puts the Blazer in drive, and pulling back and up puts it in reverse. The new lever is sleek and simple, not at all clunky like those old shifters, and park is activated by pressing a button at the end of the shifter.

Another big change is the absence of a “Start” button. Once an occupant is sitting in the driver’s seat and the key is detected, the vehicle comes to life as soon as the brake pedal is depressed. Just shift into gear, and you’re off.

The Blazer’s aesthetics clearly aim for sporty, and the proportions and low center of gravity back that up. Inside, everything from the style of the vents to the optional contrasting stitching and black-and-red suede seats gives athletic vibes. Thankfully, the ride is more compliant and comfy than track-tuned and punishing. The seats are also designed with long-distance comfort in mind. We anticipate that the SS will firm things up and bring more seat bolstering, but for the wide swath of the market targeted by the non-SS trims and drivetrains, the look and performance seem spot-on.

Chevy has incorporated a lot of the lessons it has learned over the Bolt’s production life to make a capable EV that tackles some of the biggest sellers in the space head-on. Thanks to the platform’s powertrain flexibility, the Blazer EV should be able to cover a big swath of the midsize crossover market. Anyone coming from an ICE crossover in the 300-hp range will be able to get in and go without having to overcome any learning curve, and they’ll enjoy solid acceleration and plenty of range for daily driving, as well as help finding a charger when longer road trips are in order.

2024 Chevrolet Blazer EV RS eAWD

Highs: Stylish, roomy, and quiet, with a comfortable ride.

Lows: CarPlay and Android Auto fans will have to be dragged to the dealership kicking and screaming, even though the Google user interface is a viable alternative.

Sum-up: The 2024 Blazer EV should make an easy transition for first-time EV buyers.

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After waiting almost an entire year since it was first announced, Ford has put a price tag on the 7.3-liter Megazilla crate engine, and it’s a heavy one. With an MSRP of $22,995, Ford’s 615-hp pushrod powerplant will cost roughly half of a new Super Duty truck, but the engine does come with some interesting parts.

The burly engine will use the same forged steel crankshaft as the 7.3-liter found in Super Duty pickup trucks and will pack forged rods and pistons from Callies and Mahle, respectively, but it uses CNC-ported factory heads as well as a low-profile intake manifold that will help it fit into tight engine bays. Ford also noted that the engine comes with a performance camshaft (part number M-6250-SD73A) but did not specify lift, duration, or lobe separation angle. With 615 hp at 5750 rpm and 638 lb-ft of torque at 4650 rpm, the cam can’t be too rowdy, and the engine certainly sounds like it will be a brute, with plenty of usable power low in the rpm range.

We’ve already seen a few Godzilla swaps, and this new offering from Ford Performance will give builders of restomod muscle cars another viable option for modern pushrod power. Its 10.5:1 compression ratio, the same as the factory truck engine, should also keep it happily chugging on the same 87 octane the trucks use. That price tag will be tough to swallow, however, as the engine doesn’t come complete and ready to run. It lacks any kind of engine management, a starter, and a front accessory drive. Those items will add up to more than $3000, pushing the total cost to get a running Megazilla into the realm of a complete Ford Maverick.

To compare, Chevrolet Performance Parts offers a 7.4-liter, iron-block, pushrod engine that produces 627 hp and comes with an ECU, for around $16,000. Over at Mopar’s Direct Connection, $21,807 will score an 807-hp Hellcat Redeye crate engine. Of course, if big Ford power is your goal, Ford Performance’s own 572-cubic-inch, 655-hp big-block will set you back $19,750. The Megazilla, however, is narrower than the Hemi and shorter than Ford’s 385-series V-8, so it will likely swap in easier than either of those alternatives.

This crate engine is still good news for die-hard Blue Oval fans, as the bigger the aftermarket becomes, the more competition there will be to develop even better parts to make swaps easier and to pull even more power from this compact powerhouse of a V-8.

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Take a look at this coupe. If it looks unpolished, it’s because the hunk of metal has had one heck of a life. With the help of a dozen students, Charlie Hascall, a high-school welding and fabrication teacher in Dayton, Oregon, created this vintage-style drag racer in a single summer from little more than a wad of sheetmetal.

The coupe first came to Hascall’s attention when a friend purchased it for yard art. The car, a Ford from 1933 or 1934, had been burned and bent into a pile of scrap. Everyone else had given up on it; no one even considered the car as a project. Whatever skid steer or tractor had been used to push the burned hulk to its resting place had crumpled the Ford’s original floorboards so much that the rocker panels were touching.

Though Hascall has been a fan of traditional hot rods for decades, he had never owned a ’33 or ’34 Ford coupe—one of the most popular (and most coveted) hot rod foundations. While his friend was pretty intent on keeping the shell of the coupe and displaying it as-is, Hascall stubbornly insisted on a more productive course of action. There were far too many salvageable pieces to keep the rusty hulk lying around the yard. His friend relented and sold Hascall the car.

Hascall has taught a welding and metal fabrication class at western Oregon’s Dayton High School for five years. He thought that the car would provide a great lesson on bodywork, allowing him to show the students a practical application of his lessons on cutting and separating spot welds. Like a hunter salvaging the backstraps off a buck that had a run-in with a Peterbilt, Hascall and his students would butcher the car and save the best parts: the B-pillars, firewall, and cowl vent.

With the body shell placed in his classroom, Hascall used a piece of chalk to sketch out some proposed cut lines on the car. Before anyone made a cut, some students began to wonder if the Ford had more potential. Soon, they were asking Hascall if it could be built into a race car. This was in June of 2022, which meant school was almost out for the year, but the idea of resurrecting the car took root. Hascall and five students decided to spend the summer pounding the beat-up panels back into something resembling a car.

In a matter of weeks, students had cut off the worst of the bashed metal. They used hammers and elbow grease to bang some shape back into them. “The quarters were kind of looking like quarter-panels again,” Hascall said.

Hascall drove south to visit the Pomona Swap Meet and scour the sprawling asphalt bazaar for original parts to complete the project by summer’s end. He was able to secure a frame, a grille, and a trunk lid. He also caught leads on roof pieces, that happened to be located in Oregon, from a two-door sedan of the same vintage.

Hascall and his students worked on the car the entire summer, putting in hours of reconstruction work each day, even on weekends. By the time school started in September, the car was all together and they’d chopped the roof. The group took inspiration for their build from the Pierson Brothers coupe, a radically chopped two-door of hot rod and vintage land-speed-racing legend.

Echoing its iconic influence, the Taco Coupe’s windshield was raked back dramatically to meet a much shorter roof, itself cut down at the B-pillars. In the case of the Pierson Brothers coupe, the chop helped optimize aerodynamics by reducing the racer’s frontal area and reducing drag. (Less drag means more speed!) In addition to giving the Taco Coupe a proper land-speed look, the aggressive chop had practical roots: “We didn’t have enough metal to make the roof any taller anyway,” Hascall admitted.

During the build, Hascall became friends with Tommy Secora, who brought the long-lost Omaha Coupe back to life. Since the Omaha Coupe was also inspired by the Pierson Brothers coupe, the two talked about the best way to give the car the proper look of a late-’40s hot rod.

In-progress photos of the car began to spread on social media. In early October 2022, Hascall got a call from Mel Stultz, organizer of The Race of Gentlemen (TROG)—a traditional hot rod and motorcycle event focused on heads-up racing. Typically held on the shores of Wildwood, New Jersey, TROG’s 2022 event was canceled after a storm surge flooded the beach. To fill in for the canceled festivities, Stultz organized the Flabob Airstrip Drags in Riverside, California.

With just over two months to go until the event, Stultz invited the Taco Coupe to be a guest of honor. Hascall was thrilled at the opportunity, but the timing seemed tight. There was still so much to do on the car, and neither Hascall nor the students were willing to compromise their vision: a hot rodded ’33 or ’34 Ford as it would have been built after World War II.

The coupe still needed an engine, but Hascall had an ace up his sleeve. Years ago he had purchased a 286-cubic-inch, 24-stud flathead V-8 topped by Offy heads, a Thickstun PM7 intake, and a pair of Stromberg carburetors—performance goodies from brands trusted by any hot rodder. The engine has a racing pedigree, and its lumpy camshaft speaks to that history.

Like every other aspect of the build, the engine proved an object lesson for the students: Hascall taught them the fundamentals of how the flathead engine design works. Theirs is still running a points distributor—an old-fashioned way to provide spark to the fuel-air mixture in each cylinder—so the students learned how to sand the points and use a feeler gauge to set the gap. Hascall and his students even made the headers—the beginning of the exhaust system, where it sprouts from the engine block—for the car.

Hascall wasn’t about to go to The Race of Gentleman without his students. He had always funded the car’s parts himself, but he couldn’t pay for all the students’ travel expenses. Hascall and his fabrication students got some help by enlisting students from the high school’s business class to draft a business plan to help pay for the trip by selling shirts, hats, and other merchandise featuring a logo of their own design. The school and community rallied behind the idea, loaning the students the money required to make the trip to Riverside.

The first week of December, in the same calendar year that Hascall and his students had started building the car, the kids flew to southern California while Hascall trailered the car down. Three chaperones and 10 students—five from Hascall’s fabrication class, and five from the business class—attended the races in which the car participated. The Taco Coupe was a hit, drawing a crowd and winning five of the six rounds of racing in which it ran. The punchy flathead was doing its job, and Hascall seemed to have the knack for driving it, but the car sheared an axle key on its last pass. That put an end to what was otherwise a winning outing.

The Riverside event was a big success and, thanks to the sale of their merch, the students recouped the cost of the trip and paid back their loan.

“The kids were just in heaven. They didn’t understand that it would be that popular.” —Charlie Hascall

When they began helping out on the project, most of the students didn’t even drive. Now, some of them have some seat time with the Taco Coupe, though not in competition: “They got a real feel for how cars were before there were rubber bushings,” Hascall said. When they got their hands on the old parts for the first time, things were gritty, stuck, and corroded. Now that everything is properly reassembled, the Taco Coupe is working great and just needs regular lubrication and maintenance.

Racing the coupe is a bit of a challenge, although by the time we met Hascall at Speed Week 2023 he seemed to have it down pat. With such a gutsy engine and a low rear-axle gear, the car doesn’t have trouble leaving the line. “I try to hardly use first gear,” Hascall said. “It has so much power [the car] will wheel-hop.” Shifting into second gear, Hascall slips the clutch a bit and then just floors the gas, and the eager flathead hits third gear by the time the eighth-mile race is over, running in the high 60s (mph) on the dirt. “We were sidewinding the whole way, and I never let up,” Hascall said of the car’s race performance.

The 48-inch hairpins, which Hascall bought at the swap meet at the RPM Nationals, give the original Dago front axle nine degrees of caster without having to drop it too far. Hascall notes that the Ford can “feel like a funny car if you hit a bump at low speed,” although compared to Hascall’s other Ford hot rod, the Taco Coupe is a bit heavier and also has a longer wheelbase, so it’s also a bit more stable.

Three of the students who worked on the Taco Coupe have since graduated high school. Some of them hope the car will stay as-is, but Hascall tells us he might smooth out some of the wrinkles or perhaps give the Ford a traditional-looking paint job.

There’s also one more modification that Hascall is considering that wouldn’t alter the car’s looks too much: “I’d like to see the car get a quick-change [rear end],” Hascall said. The gearing is set up for eighth-mile racing, and he’d like to be able to dial in the car with the gears and the tire size to get the best performance at the track with the flexibility to easily swap gears for the street.

Hascall saw potential where others saw folded-up junk. But it was his students who dreamed big and envisioned an entire car. Because the school board and community had faith in the project, the Taco Coupe became not only a lesson in hands-on tech and hot-rodding history but also an exercise in business and marketing. Our hats are off to Hascall and the many students who put their hard work into this kick-ass project. Hopefully, the Taco Coupe and its story can inspire future educators to get their students’ hands dirty. Oftentimes, that’s what it takes to bring history back to life.

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A Facebook Marketplace listing for a massive lot of E-body Challengers and associated parts just caught our attention. The group of 10 cars is comprised of eight 1970 Challengers (the inaugural year for the Dodge E-body), as well as a 1971 318 automatic and a body from 1972–1974. The cars, in various states of disassembly, could prove to hold several restorable examples, or at least some that could be returned to the road after significant effort. The caveat is that the seller, located in San Antonio, wants to sell the entire collection of cars, and their substantial accumulation of E-body parts, in a single $100,000 transaction.

We saw the listing thanks to a post on Barnfinds.com, where sales like this one are often posted, although this listing’s focus on first-generation Dodge Challengers makes it particularly interesting. Among the Challengers listed, at least a couple are said to be fairly well-optioned, including a green-on-green 1970 R/T equipped with a 383 and an automatic; there is also a 1970 equipped with a Rallye dash, disc brakes, a numbers-matching 340 Performance Pack, and rather desirable Plum Crazy paint.

No doubt the seller has their reasons for wanting to offload the collection in one fell swoop, as dealing with multiple buyers and the associated logistics sounds like a nightmare. However, it won’t make the sale easy. The listing, posted 14 weeks ago, is still up, so despite the tempting hardware, there can’t be that many buyers with the funds and the space to give this collection a new home. Without a whole lot more photos, it’s tough to comment on the value of any of the individual projects, although with all of those parts for such desirable cars, it’s possible that a buyer could recoup a lot of their investment if they had the time and the means to get all the parts in front of the right audience at a Mopar swap meet.

As always, we’re hoping to see some of these desirable and beautiful cars back on the road. If you or anyone you know ends up with one of these mothballed Mopars, please let us know. Happy hunting!

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By now, we’re pretty familiar with Velocity Restorations, the Florida company that refurbishes and modernizes vintage Mustangs, Broncos, and Ford pickups. We’ve previously driven the company’s Ford pickup and Bronco offerings and were impressed by the overall fit and finish of everything from the chassis to the interior. This time we got the keys to the first-ever Velocity Modern Classics K5, the company’s first restomod product with a Bow Tie, and the latest addition to the company’s lineup. So we took this 1970 K5, Velocity’s first, on the same roads where we drove and photographed one of Velocity’s Coyote-powered Broncos last year.

The foundation of each Velocity Modern Classic K5 is an exclusive Roadster Shop chassis, using a parallel four-link and Panhard bar in the front and a triangulated four-link in the rear. Axles are Dana 44 and Dana 60, respectively, with Warn locking hubs up front. Fox coilovers are located at all four corners, as are Wilwood brakes. Like its Bronco counterpart, the K5s use an Atlas twin-stick transfer case, allowing the driver to select high or low range using just the front axle, just the rear axle, or both. Of course, the transfer case also allows both axles to be in neutral, that’s just not as fun.

Always impressive in every Velocity build, the interior of the Blazer was top-notch. The distressed brown leather, with quilted inserts, was a great match for the dark woodgrain dash and was very fitting for the green exterior. The gauges, which appear at first glance to be factory, are from Dakota Digital and feature inconspicuous but easily legible digital displays. The screens can cycle through several presentation options, including speedometer/odometer/gear selector, as well as individual digital readouts of particular engine function like engine coolant or transmission temperature.

Thanks to the suspensions’s four-link’s geometry, the Blazer seemed a bit more planted than the last Bronco we drove from Velocity. The Blazer’s wheelbase probably helped as well; we remember the Bronco rearing back when we got on the throttle and pitching down when letting off the throttle or getting on the brakes. The K5 never lets you forget you are driving a truck, thanks to its burly solid axles and tall tires, but it did feel more like a modern Jeep than a 50-year-old workhorse.

A big part of that modern vibe comes courtesy of the powertrain. When we drove Velocity’s Bronco a year ago, it was powered by a four-speed automatic. The 5.0-liter Coyote in that lightweight Bronco had plenty of torque and we had no complaints with the four-speed. Here, Velocity puts a 10-speed automatic behind both the Coyote and GM Gen-V V-8 engines it offers, and the cog-swapper behind the 450-hp 6.2-liter LT1 that we drove performed flawlessly. Just off idle, the big, pushrod V-8 offers a civilized burble and shifts are hardly noticeable. Once the driver demands more power, both the engine and transmission wake up. The V-8s stainless headers and performance exhaust make themselves known and the 10-speed will also hold gears longer, even when you lift off the throttle. The programming is definitely geared more toward the fun end of the spectrum than the conservative, fuel-sipping end that would prefer to upshift to the highest gear possible.

The 6.2-liter LT1 V-8 has plenty of room under the K5’s big hood, and the compact, pushrod powerplant is a contrast to the wide and tall Coyote that seems like it has some cozy quarters under a Bronco’s hood. Servicing the engine and tune-ups should be a breeze with all that access.

On the road, the most apparent difference between Velocity’s K5 creation and the average restored truck is how solid it feels. That’s particularly true of the steering—not too quick on-center to feel skittish, the helm is precise and nicely weighted, without a hint of slop. With the top off, wind noise is better than expected, and there’s no buffeting. Granted, we kept our cruising speeds to about 60 mph, since we didn’t hit a freeway on our drive. Still, we expect the added bit of upholstery, placed at the top of the windshield header, helped a bit. Like the Velocity Bronco we drove, the only real noise we heard came from the rear seatbelts. Upgraded to three-point, the roll-cage-mounted belts can flap in the wind. Over potholes, the suspension is firm, but not jolting, without any popping or creaking from the control arms. We were surprised that the aggressive, 35-inch Toyo Open Country mud terrain tires weren’t loud at all. At our 60-mph highway speed, we heard less than a hum, more like a whisper of white noise.

This K5, a 1970 model, was essentially the prototype for all future K5 products that Velocity will offer to customers, but this one isn’t for sale. A few customer-ready examples have been built, starting in the $340,000 range. That’s a big price tag, but it undoubtedlty rides and driver better than any factory K5 ever did, with a lot more power and luxury too. If that price is out of the question, but you still want some of Velocity’s upgrades on your K5, the company is now offering seat kits starting at $9995 and complete interior kits that include a center console, door panels, and kick panels starting at $14,995.

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Over the course of his amateur and professional boxing career, George Foreman won a gold medal and two heavyweight titles. After he retired from the ring, he parlayed his larger-than-life personality into successful businesses. As a result, he was able to afford quite a collection of cars, trucks, and motorcycles. “I have been a car collector and enthusiast most of my life, but the time has come for me to share my cars with other like-minded enthusiasts,” said Foreman, who has partnered with Hagerty to list more than 50 of his vintage and modern collectibles on Hagerty Marketplace.

The collection is wide-ranging, with everything from a spartan Ford Model A to a stately Rolls-Royce Silver Seraph, or, from another perspective, everything from a compact Tesla Roadster to a mammoth Hummer H1. Of the collection, we’ve found these nine vehicles to highlight. If any of them strike your fancy, or if you’d like to explore the rest of Foreman’s collection, visit the Hagerty Marketplace soon, as their auctions will wrap up starting December 11 and will be all finished by December 21.

1932 Ford

One of two 1932 Fords in the collection, the other being a sedan, this three-window coupe is an understated hot rod with subtle customization and a fantastic color combo. It’s powered by Chevy small-block V-8 fed by a quartet of four-barrel carbs, with a head that is posing as a Hemi. We’re not sure who that would fool, but this car looks like it’s ready to cruise as is—or it could form the solid foundation to make the hot rod of your dreams.

1963 Chevrolet Corvette

We couldn’t ignore the Split-Window coupe, as the iconic body style has become the most sought-after mid-year Corvette time and time again. While all 1963 Corvettes were powered by 327 V-8s, and all 1963 Corvette coupes were Split-Windows, this particular car happens to have a fuel-injected 327, so its small-block V-8, and the intake manifold in particular, is just as impressive and almost as beautiful as its exterior. There is some oxidation on the aluminum castings, which will need to be polished out. A golf cart fire in the garage housing the collection caused some corrosion, which is most apparent on some of the car’s brightwork.

1964 Chevrolet Impala

This landmark Impala marked the final year of the storied 409 W-series big-block and also became the foundation for many of the most respected low riders ever built. The Super Sport shown here is powered by a numbers-matching 340-hp single four-barrel version of the engine, and it’s also equipped with a four-speed manual, making it a great choice for someone in search of a muscle cruiser. The car’s silver upholstery is a fantastic contrast to its Tuxedo Black exterior.

1987 Ferrari Testarossa

One of the most beloved supercars of the ’80s, the Ferrari Testarossa saw the final application of Ferrari’s flat-twelve road car engine. The tan interior looks to be in fantastic shape, and the gated shifter is practically begging to be put to use. If you’re in need of the proper accessory to go with your three-day beard and sportcoat-over-T-shirt ensemble, you couldn’t do any better.

1991 Callaway Corvette

Chevrolet is working on a twin-turbo version of its 5.5-liter V-8 to power the next ZR1, but it wouldn’t be the first twin-turbo Corvette available. For five model years, starting in 1987, Callaway built the B2K option package for Corvettes that included a fully rebuilt engine with a forged crank and pistons that were ready to take on boost. For 1991, the final year of B2K production, output was a healthy 403 hp and 575 lb-ft of torque, a solid power output today, but it made the car a monster in its day. The turbocharged, twin-charge-cooled TPI 350 small-block has a lot of turbo plumbing hidden under that low hood, but there are still plenty of visual cues to let onlookers know this isn’t an ordinary C4. The Callaway B2K package included a unique front and rear fascia as well as fender vents and custom hood. The rear fascia houses a pair of oval taillights rather than the C4’s quad round (or “squircle” as was the case by 1991) taillights, and this one also has the optional 17-inch Dymag wheels. Foreman has owned the car since new and has racked up just 6800 miles on the car during that time.

1993 Dodge Viper

There’s just something special about a first-gen Viper. They’re so brash and unapologetic with their three-spoke wheels, their side exhausts, and the bulging bodywork that is absolutely appropriate for the brawny 8.0-liter V-10 it conceals. This RT/10 roadster example is in Viper Red, of course, and has just 1569 miles, making it a collectible in its own right, regardless of its famous owner. Foreman left his mark on the interior, as the driver seat is embroidered with his name and the passenger seat is embroidered with a hamburger, fresh off one of his eponymous grills.

2000 BMW Z8

A wonderful modern interpretation of the classic BMW 507, the beautiful, elegant, and sporty Z8 has got to be one of Henrik Fisker’s best designs. It also happens to be wrapped around a fantastic aluminum chassis as well as a 4.9-liter V-8 shared with the contemporary M5. This car has been owned by Foreman since new and is one of 37 in Topaz Blue Metallic paint with a Crema and Black interior. It shows just 4659 miles.

2002 Pontiac Firebird Firehawk

Not only does this vibrant red coupe represent the last year of Pontiac F-body production, but it’s also equipped with the rare and desirable Firehawk performance package. Besides that, it has just 1021 miles on the clock. We’ve written plenty about the various iterations of Firehawk in the past, but what you need to know is that Street Legal Performance (SLP) installed its own hood and exhaust system on the cars to tweak the power output, while also adding unique wheels and some F-body parts bin suspension upgrades. The result is a well-rounded performance car with the same 345 hp rating as a contemporary C5 Corvette, along with a subtle look. Well, at least as subtle as a fourth-gen Firebird can be. This one is an automatic, so it’s less desirable than the optional six-speed, but the tan upholstery helps make up for it.

2005 Ford GT

Built to celebrate the company’s 100th anniversary with an homage to one of its greatest racing triumphs, the Ford GT was a gorgeous modernization of the GT40s that took Le Mans by storm. Much like the Z8 we just mentioned, the reimagined GT managed to capture much of the spirit of the original despite the significant updates required for modern conveniences. Yes, the new GT isn’t 40 inches tall like its predecessor, but it still has the right look and proportions. More importantly, thanks to its supercharged 5.4-liter four-valve engine, it has the performance to match those looks. This fantastic example shows just 783 miles on the odometer.

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The Petersen Automotive Museum is one of the highlights of Los Angeles, and like the city itself, the museum’s displays are always changing. The Splendor and Speed: Treasures of the Petersen Collection exhibit that opened this summer is just one example. Of course, change is always a good thing at the Petersen, because each time a one-of-a-kind automobile heads off to star in some other museum, another phenomenal vehicle takes its place.

When we first wrote about the exhibit shortly after it opened earlier this year, Splendor and Speed featured a one-off Rolls-Royce and a sleek coachbuilt Ghia-bodied Plymouth. Visit the exhibit this fall, and you’ll be familiar with a couple of the vehicles, but you’ll notice that the Rolls-Royce has been replaced by a different Rolls-Royce town car, formerly owned by Fred Astaire. In addition, the Plymouth Ghia now has a Cadillac companion that’s even more elegant and luxurious.

Here are our highlights from the ever-changing exhibit. If you are in the Los Angeles area, we highly recommend a visit. Tickets can be purchased in advance, and we always also recommend opting for the additional Vault entry if you’ve got enough time to spare.

The 1953 Cadillac Type 62 by Ghia has an amazing presence and looks like the perfect grand touring coupe for a luxurious drive along the coast. Leslie Kendall, the curator of the Petersen Museum, explains many of the car’s gorgeous details in the video above. Its neighbor, the Plymouth Explorer, was also built by Ghia, but using much more affordable underpinnings. It still looks exotic and sporty.

One of the most recognizable and influential hot rods ever built, the McGee Roadster was gifted to the Petersen Museum by collector Bruce Meyer earlier this year. The angled spread bar, hidden door hinges, and smooth hood are all commonplace on custom ’32s today, thanks in part to this very hi-boy.

Boyd Coddington built the Aluma Coupe in 1992 with lightweight aluminum construction and a sleek body. The radical design, penned by designer Larry Erickson, used a transverse-mounted, turbocharged Mitsubishi four-cylinder to create a rear-mid-engine powerhouse and helped redefine what a street rod could be.

We had to mention this stunning 1957 Bugatti Type 57C that was owned by Mohammad Reza Pahlavi, the Prince of Persia and future Shah of Iran. The phenomenal coachwork includes one detail that you’re not likely to see elsewhere: The windshield disappears into the cowl!

The gallery below includes more vehicles found in the exhibit, along with just a taste of some of the fantastic artwork from the 1930s to the 1970s that hinted at future vehicles. Of course, all of these cars and art are best seen in person.

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The 2023 Hot Wheels Legends Tour has crowned its new winner after some intense deliberation. This 1990 Mazda MX-5, nicknamed “Chimera” and built by Chris Watson, will be the sixth owner-built car to be transformed into a 1:64 model.

Watson built his futuristic, apocalyptic MX-5 in New Zealand, which explains the right-hand-drive configuration. The car has a number of custom touches that transformed the compact sports car from cute roadster to purposeful racer. The custom top, with its center fin and louvers, will be the first thing that sets it apart, even once it’s scaled down to handheld size. The car’s flares give it a menacing stance, and its carefully airbrushed body panels create a weathered look fitting a post-apocalyptic video game. The MX-5 looks like it could be a part of either the Borderlands or Cyberpunk 2077 universe.

“Every year the competition gets better, and 2023 definitely didn’t disappoint,” said Ted Wu, Mattel’s vice president and global head of design for vehicles. “Chris’ journey from rural New Zealand to securing a spot in the Hot Wheels Garage of Legends is truly inspirational and embodies what this tour is all about. Chimera is a great addition to the Garage of Legends, and we can’t wait to create the die-cast version.”

We were biased going into this, as we were rooting for Wayne Dick and his mid-engine Corvair, a build that advanced in the competition during the Legends Tour stop in Hot Wheels hometown of El Segundo, California. However, we’ve got to agree that this vibrant Miata creation is going to look great in miniature form, and it definitely deserves the honor.

We’re already picturing it in various other color schemes and liveries that highlight its custom flares, louvered top, shark fin, and motorcycle-style exhaust. If you’d like to get your hands on this Miata, it won’t be long before it’s scanned and tooled up to become a toy on store shelves around the world.

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If you hadn’t been to the annual SEMA show in a while, you might have thought there were fewer off-road builds than in years past, but that’s only because so much of the off-road content was in the recently added West Hall at the Las Vegas Convention Center. If you didn’t know the new space existed, you’d have missed out on a whole lot of cool products and scores of impressive builds. Since we’ve already shown many of our favorite cars that featured at SEMA, it’s time to highlight some of the amazing truck, 4×4, and overland builds from the massive show.

This 1968 Jeep Wagoneer, built by CAL Auto Creations, rides on a 4×4 Roadster Shop chassis with independent front suspension and a four-link rear. It is similar to one you can buy for a classic Bronco, but it has been custom fit for this application. Power comes from a Chevrolet LT4 V-8 crate engine that is mounted to a Bowler 4L80E four-speed auto. Its body is a unique mix of Jeep sheet metal and custom trim, with an early “rhino” grille that wasn’t offered on the rare Super Wagoneer package this restomod emulates. The trim is custom, in the same vein as a Super Wagoneer, but is made from the unique aluminum pattern used in a 1958 Plymouth Fury.

Inside the Wagoneer, you could be fooled into thinking everything is just restored, as it all looks very similar to a factory Wagoneer, but it’s much more upscale. The Vintage Air controls on the driver’s side blend in seamlessly, and the dash vents, which absolutely look like they belong, take the place of ashtrays. A Dakota Digital dash keeps analog gauges with the exception of small digital displays for warning lights, a trip odometer, and other menus.

The one vehicle that had us most wanting to hit the road for an off-highway excursion was this 1962 Jeep FC 170 built by Roy Wallace. The classic lines of the FC, along with its unique packaging, manage to look great with the simple, modern flatbed and cargo box. There’s a lot of capability in a compact package, and we’d love to see this thing on the trail.

AEV showed off its Sierra Grande concept. The single-cab truck wears custom fender flares over enlarged wheel openings to fit 40-inch rubber on a factory 2500 ZR2 Bison suspension. AEV president Dave Harriton says there’s typically very little demand for single-cab trucks, but AEV builds a few of its Ram-based Prospector trucks every year as a halo vehicle. Don’t expect AEV to offer a flatbed conversion Sierra Grande any time soon, but nearly all of the parts are off-the-shelf, except for the fender flares, and those could be production-ready soon.

It’s not a truck or 4×4, but we have to mention this beautifully rugged two-wheeler. Nathan Reginato built this 1979 Honda Goldwing for long-distance adventure. The fairing is gone, and the stripped-down bike wears waxed canvas luggage from Overland Vehicle Systems. The same material was also used in trim throughout the bike.

ROKBUGY is a VW Bug with some fantastic fabrication work. It sits on a modified Jeep Wrangler Unlimited chassis, and the four-wheel-steer behemoth Beetle is powered by a GM LS V-8. For its SEMA debut, this V-dub was wearing 58-inch Mickey Thompson tires. It had a great spot in the show and drew tons of traffic. We’d have a hard time imagining a trail or obstacle that could stop this beast.

The James Baroud booth was filled with this Jeep Gladiator that sprouted its massive basecamp shelter that was the size of a studio apartment. There’s a rooftop tent penthouse and a privacy shelter for a shower or camp bathroom.

Earthroamer showed off two massive off-road RVs, one based on a Ford Super Duty, and another on a Chevy Silverado medium-duty chassis. Both offered amazing accommodations, with on-board kitchens and bathrooms with a shower.

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We’ve already highlighted some of our favorite new products from the 2023 SEMA show that help solve restoration and specific project-car problems, but we left off one big category entirely: tools. Dozens of manufacturers had tools on display, many of which offered new solutions to problems many of us have surely run into during the course of a wrenching session. Some of these tools might not be brand new, but if we were just learning about them, maybe you will too. Here are some that stood out to us, and some we’ll probably be making room for in our garage.

Homak 44-inch RS Pro service cart

Service carts seem to be the most popular segment in tool storage lately, enabling service techs to keep plenty of tools on hand while also being mobile enough to be convenient. They’re also a great option for hobbyists in their home garage. Homak’s new 44-inch service cart adds a side cabinet with a roomy drawer for up to four cordless power tools, which also includes a power strip with four electric outlets and two USB ports to keep batteries charged. This should be able to hold just about everyting you could need for any wrenching job.

LTI Shockit driver set

LTI debuted new versions of its Shockit tool system, which helps remove stubborn fasteners with assistance from an air hammer. It offers flare nut wrenches, crowfoot wrenches, and wrenches meant for tough diesel emissions sensors that get heat cycled into place, but its driver system can help work with tools that you probably already have. Insert the driver into an impact socket and the cast iron eccentric provides a hemispherical dimple to accept LTI’s air hammer punches. This can give you just the shock needed to get fasteners moving. The punches, which vary in length, are available in a three-piece set for about $125, while the driver kit retails for less than $100. We’re already thinking about all the past jobs this could have sped up.

Trulers stainless steel rulers

We spotted all sorts of interesting measuring tools at the Trulers booth. The company offers soft, non-scratching rulers to drape over a car when measuring out stripes, for example. This simple ruler, which retails for $15, includes 1/8-inch holes spaced every quarter inch, making it simple to mark accurate holes for drilling. We can think of plenty of uses for this when fabricating small projects.

Knipex locking spring hose clamp pliers

This is one that might not be new, but we wished we’d known about these sooner. These pliers have limited uses, but they do their job well, opening up spring hose clamps and locking to keep the tension off the clamp for proper positioning. We also got to try Knipex 96 621 190 Wire Rope Cutters meant for cutting steel cable, and they went through easily, without causing any fraying. Likewise, the 95 11 160 StepCut Cable Shears went right through a heavy copper battery cable, leaving a clean cut. After trying these, we’re sure there are plenty of our readers who already swear by Knipex.

Bend-Tech Dragon A250

If you’re building tube frames, roll cages, rocks sliders, or bumpers, the Dragon A250 tube and pipe plasma cutter could be a game-changer. The machine is available in 12-foot and 21-foot models and works with Bend-Tech software to mark tubing or pipe for bends and also cut copes for perfect positioning and welding. The example shown here illustrates how it can also essentially create tongue-and-groove indexing to make sure difficult angles are laid out properly.

Fireball Tool Maximus Clamp

Available in ductile cast iron or forged steel, Fireball Tool’s Maximus clamp uses a 2×1-inch tubing or stock of any length to provide either clamping or spreading force up to 2500 pounds. Unlike pipe clamps, these have a throat depth of more than six inches. These provide plenty of fabrication applications with metal but can also be used for woodworking glue-ups. Fireball Tool also has several cool squares and fabrication tools that you can’t find anywhere else.

Ernst modular wrench organizer

This last one’s not a tool, but a way to keep your tools in order. Ernst makes one of our favorite socket organizer systems, and its made-in-the-USA modular wrench organizer is probably going to wind up in our toolboxes as well. These magnetic organizers clip together and hold wrenches more upright than do a lot of other wrench organizers. This saves space in your toolbox, and the included stickers make for easy-to-read labels. The organizers are available in red or black to match Ernst’s socket rails. As a bonus, Ernst also had its new bit organizer on display, which works with its socket rails and keeps hex bits at the ready.

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As part of its new UAW labor negotiations, Stellantis has shared plans for its future U.S. production. This news includes plenty of truck and SUV production timing, some of which is not a big surprise, like the 2027 introduction of hybrid and battery-only versions of the Wagoneer and Grand Wagoneer.

Off-roaders got plenty of news as well, however, as the popular 4XE hybrid powertrain will finally come to the Jeep Gladiator in 2025, as will an upgrade to the current powerplant. We’ll get an all-new Wrangler in 2028, to include an electric-only powertrain as well as a hybrid with a range extender. It looks like 2027 will be the last year for ICE-only Wranglers. An all-new Durango is set for 2026 release, which means the current Durango, which will be on sale through 2025, will be among the oldest models in production, as it went on sale as a 2011 model.

The most exciting news is that we’ve got confirmation of an upcoming mid-size pickup set to be built at the Belvidere, Illinois, plant starting in 2027. This is a packed field, with solid entries from Nissan, Toyota, Ford, and the GM twins. However, Ram has proven that it can make great interiors and build mass-market as well as enthusiast pickups that drive sales and showroom traffic.

A new Ram 1500 is scheduled to debut next year, along with a refreshed version of the current Ram 1500 that will continue to be sold alongside the new model. That new Ram will likely give us our best look at whatever design direction the pickup brand will go as it brings out its new Dakota, or whatever this new midsizer will be called. For whatever it’s worth, we’re pulling for a return of the Dakota name so that a future off-roader can be called Badlands.

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