Rodriguez isn't alone. Mechanics across the country have stumbled into an unexpected goldmine: ultra-low mileage Honda vehicles from the early 2000s that collectors and enthusiasts now treat like vintage wine. These "time capsule" cars, many discovered in estate sales or inherited by families who don't understand their value, have created a quiet but lucrative side business for shop owners with the patience to hunt and the space to store them.

The phenomenon centers on specific models from Honda's golden era between 1999 and 2006. A bone-stock 2000 Honda Civic Si with under 20,000 miles recently sold on Bring a Trailer for $31,000, according to auction records. That's $10,000 more than a comparable new Civic Si costs today. The math gets even stranger with certain Accord models, where a pristine 2003 V6 coupe with original everything can command $25,000 while a similar new Accord starts at $28,000 but lacks the simplicity and analog feel that buyers now crave.

The key word is "original." These aren't restored cars or modified show pieces. Buyers specifically want vehicles that have never been touched by aftermarket parts, body shops, or even aggressive detailing. Original paint, original tires if they're not dry rotted, original floor mats, even original air fresheners hanging from the rearview mirror. Tony Briggs, who operates a Honda-focused shop in Denver, keeps a 2005 Accord hybrid in his personal collection specifically because it still has the dealer-installed window tint and protective plastic on the door sills.

"The guys buying these aren't looking for perfect," Briggs explains. "They're looking for untouched. There's a difference." He describes customers who will pay a premium for stone chips and minor scratches rather than accept a car that's been repainted, even professionally. The patina of careful use matters more than cosmetic perfection.

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The discovery process often happens by accident. Rodriguez found his Accord through a routine service call. An elderly customer mentioned her husband's car sitting unused in the garage, and Rodriguez offered to take a look out of curiosity. Other mechanics report similar stories: estate executors looking to clear out garages, adult children inheriting vehicles they don't want, or seniors downsizing who view their pristine Honda as just an old car taking up space.

The storage and patience required means this isn't a business for everyone. Rodriguez currently has four low-mileage Hondas taking up valuable shop space, each representing thousands of dollars in tied-up capital while he waits for the right buyer. He's learned that rushing the sale means leaving money on the table. The buyers willing to pay top dollar for these time capsules often take months to find the exact combination of model, color, and mileage they want.

Market dynamics favor the sellers because supply can't be manufactured. Unlike classic muscle cars where restoration can create "new" examples, these Honda time capsules can't be recreated. Once a car hits 50,000 miles or gets modified, it exits this premium tier permanently. The window of opportunity is closing as remaining low-mileage examples get discovered and either sold to collectors or inevitably accumulate more miles through regular use.

Some mechanics have formalized the process. Honda Classics in Ohio specifically advertises their time capsule hunting services, offering to evaluate inherited vehicles and handle the entire sales process for a commission. They report that families often have no idea what they're sitting on, sometimes pricing genuinely rare, low-mileage vehicles at standard used car values.

The trend reflects broader changes in automotive enthusiasm, where younger collectors bypass traditional American muscle cars in favor of the Japanese imports they grew up admiring. These buyers, now in their 30s and 40s with disposable income, want the cars they couldn't afford when new. They're willing to pay premium prices for vehicles that represent their teenage dream cars, preserved exactly as they appeared in early 2000s car magazines.

Rodriguez recently broke his own rule about patience when a collector offered $22,000 for his 2003 Accord. The buyer drove from Portland specifically to see the car and paid cash on the spot after confirming the original Michelin tires were still mounted and the dealer documentation was complete. Rodriguez made more profit on that single vehicle than his shop typically generates in two months of regular repair work. He's already planning his next hunting expedition to find another garage queen waiting for discovery.

Sources: Bring a Trailer auction records, interviews with mechanics in Sacramento and Denver, Honda Classics Ohio

Best known for its reimagined Peugeot 205 GTI, the Rugby-based company has turned its attention to the iconic DC2-generation Integra Type R. 

The Honda is one of four unique customer cars due from Tolman Motorsport in 2026. It follows on from previous bespoke builds, including a Ford Escort XR3 and Mini Cooper S.

What began as a simple colour-change eventually became 740 man-hours of work, ensuring every aspect of the Integra Type R was in perfect, better-than-new condition. 

The paint colour is the same Sorrento Green used on a Tolman Edition Peugeot 205 GTI (see below), which also belongs to the Integra’s owner.

Much more than just a paint job

On initial inspection, the Integra Type R appeared to be in good condition. However, digging deeper uncovered a history of MOT repairs made to mask corrosion. With the owner’s blessing, Tolman thus took the Honda’s body back to bare metal.

With replacement parts hard to come by, Tolman had to fabricate many new components. These included the rear quarter panel and wheelarch, where trapped mud had eaten away at the original steel bodywork.

Around 180 hours were spent on metalwork alone, given the importance of a rigid body shell to the intense Integra Type R driving experience. 

Tasteful Sorrento Green replaced the original Championship White, with factory-spec seam sealer and cavity spray to protect the underside.

VTEC just kicked in

A naturally aspirated 1.8-litre B18C four-cylinder engine was the heart and soul of the DC2-generation Integra Type R when new. 

When we drove an Integra Type R for our Retro Road Test, we said: ‘Up to 5,800rpm, the engine feels muted, even a bit gutless. Then Honda’s VTEC variable valve timing switches to a spikier cam profile and, with a feral snarl, all pretence of civility is shredded. The Integra reacts like it has swallowed a spoonful of wasabi.’

Paying homage to this iconic engine, Tolman has rebuilt the B18C to factory specification, meaning 190hp at a heady 8,000rpm. 

The double wishbone suspension was refurbished, including the fitment of new Nitron dampers. Brake components and the fluid lines also received attention, contributing to a comprehensive mechanical overhaul.

Tolman refinished the Integra’s lightweight 15-inch Enkei alloy wheels, fitting modern Michelin Pilot Exalto 2 tyres to enhance all-round performance.

The interior of the Integra Type R also received attention, including its trademark Recaro seats. These were originally red when the Honda left the factory, but had faded to pink over time.

Instead of attempting to replicate the red upholstery, Tolman tracked down new-old-stock DC2 rear seat material from Australia. The front Recaros were then trimmed to match the rear bench. 

Other improvements included a modern engine immobiliser, along with extra sound deadening to boost everyday usability.

Road-tested and ready to go

Once completed, the Integra Type R was treated to a 100-mile validation and setup road test by company founder Chris Tolman.

“The brief started with a colour change to sit alongside the owner’s Tolman Edition 205 GTI, but once we stripped the car we could see it deserved the full job done properly,” explained Tolman. 

“When the panels are not available you either compromise or make them yourself. We’ll never compromise, so the answer was clear. The result is a build that stays true to the Integra, is sharp to drive and can be used with confidence.”

More projects from Tolman Motorsport will be revealed later this year. These continue alongside production of the Tolman Edition 205 GTI, which now has an order bank stretching into 2027.

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Rather than simply turning the Integra into a restomod, the Tolman team restores it to a better-than-new state. The finished product celebrates the machine without radically transforming it.

Tolman cleaned up any rusty metalwork, reinstated structural components, and added more sound deadening where applicable. The paint was swapped to Sorrento Green to match the owner's Tolman Edition Peugeot 205 GTI. And all of the rubber seals and trim were replaced as well.

Under the hood, the B18C four-cylinder engine was refreshed before being dyno-tested to ensure it delivers the factory-promised 190 hp.

Tolman fully refurbished the suspension, refinished the 15.0-inch Enkei wheels, and slapped on a set of Michelin tires. Then the car covered 100 miles as a validation test of all the work done.

The process took 740 hours from start to finish, and the end result is an Integra Type R that's slightly better than new.

Motor1's Take: These sympathetic restorations could become an increasing trend in the face of endless restomods that rob a vehicle of its original charm. Restomods are fun, for sure. But there's something great about a simple, clean restoration.

According to The Supercar Blog, Lamborghini will unveil this new model at Pebble Beach in August. The publication doesn’t cite its sources, but reports that the automaker will base the Miura on the Revuelto and that it will be like the Aventador Miura Edition.  

Lamborghini will reportedly produce only 60 examples of the car, likely to mark the Muira's 60th anniversary. The car debuted at the 1966 Geneva Motor Show, and it represented a monumental shift in perception.  

The new Miura homage could feature two-tone paint, like the Aventador version, and other exterior upgrades. Inside, Lamborghini will likely add some retro touches.  

If the new special-edition Miraui is like the previous one, the car will likely feature the same powertrain as the Revuelto with zero modifications. The hypercar features a naturally aspirated 6.5-liter V12 hybrid engine, with three electric motors, producing a combined 1,001 horsepower.  

Motor1’s Take: Lamborghini sales are doing just fine with three models, so the automaker doesn’t need to expand its lineup. Instead, it is focusing on the high-priced, limited-run models that enthusiasts will line up for in droves, and this new Miura is just the latest one. 

Context:

Lamborghini may debut a limited Miura-tribute Revuelto with only 60 units planned for the iconic car's 60th anniversary.

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This exclusive model targets wealthy collectors, maintaining Lamborghini's profitable strategy of high-priced limited ed

Context:

The original Miura revolutionized supercars when it debuted at the 1966 Geneva Motor Show as a mid-engine masterpiece.

I have, however, always displayed a poster of a Metro 6R4, mid-slide. That, for me, is worth 100 Warhol soup cans or Mona Lisa parodies - even if my university housemates didn't have quite the same vision. The appeal of the 6R4 lies partly in the brilliance of its development brief.

For the sake of appeasing British Leyland's marketing bods, the company's Group B racer simply had to be based on a Metro. That brought virtues - a short wheelbase, boosting agility - but also barely any room for cramming in a title-worthy drivetrain. In retrospect, the sensible answer would have been to fit a huge turbo to a downsized engine, graft in a four-wheel-drive transfer case and call it a day.

Turbos were all the rage: Audi, Lancia, Renault and Mitsubishi were all at it, with the newfangled tech promising huge power. Austin Rover Motorsport could have followed easily.

But no. The engineers instead stuck two naturally aspirated fingers up at the new school and set to work on an all-new free-breathing V6, enlisting ex-Cosworth maestro David Wood. The thinking was that you could have sold a showroom full of Metros in the time it took a small engine to build turbo boost - then the engine would have grenaded.

Plus, all the ancillaries required to manage the extra heat and thirst for fuel would have added significant weight, upsetting the Metro's balance. The end result was indisputably a success: a masterpiece in aluminium revving to 9000rpm. It could produce 400bhp, but that's not really the point, because it's the sound that is punched indelibly into my consciousness.

As propaganda tools go, little is more effective than the sight and sound of a gargling, mid-mounted, highly strung six-pot echoing through a forest. The shriek of the Metro as it approached pummelled spectators from head to toe. It's Megadeth on four wheels.

Were the 6R4 anything but a Metro, we might never have been gifted that sound. A larger, heavier Rover or Austin might have meant turbocharging would have been an acceptable compromise, and the resulting soundtrack may have fallen flat.

Nor, for that matter, would it have been so utterly outrageous to look at. Those comically extended arches were functional, but they gave the 6R4 plenty of billboard space to facilitate colourful liveries, and its popularity with privateers elicited a smorgasbord of memorable designs. The works Computervision livery, Jimmy McRae's Rothmans scheme and the lurid P&O Ferries rallycrosser all come to mind.

But most of all I think it's the 6R4's cruel luck that gets me. While MG toiled away at making everything work, the rest of the field had properly figured out forced induction. By the time of the Metro 6R4's launch in 1985, its boosted competitors were rumoured to be nudging 600bhp. No matter how much more drivable or dependable the 6R4 might have been, its tardiness doomed it to sit on rallying's fringes. What could have been, if only it had arrived a year or two sooner?

That the 6R4 is still so fondly remembered by so many is testament to its single-minded genius. I fear that if I ever drove one I'd lose the will to live, knowing I'd never be able to buy it. Yet it remains right at the top of my bucket list. For now, watching old videos of Kris Meeke and Colin McRae chucking theirs around the streets of Donegal in a demo event will have to suffice.

Context:

The Metro 6R4 chose a naturally aspirated V6 over turbocharging, creating an unforgettable 9000rpm soundtrack.

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This decision showcased engineering passion over practicality during Group B rally's most competitive era.

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The 6R4 arrived too late in 1985, facing turbocharged rivals already producing 600bhp versus its 400bhp.

Despite Oldsmobile's eventual reputation for living down to its name, you might have wished its final products were, in fact, more like your father's Oldsmobile. At least, if your dad grew up in the muscle car era. Not only did the brand produce what's actually considered America's very first muscle car, but it also came close to producing one of the most powerful.

 Oldsmobile got as far as creating an engine that would provide that motivation: the W-43, a massive 455-cubic-inch V8 with four valves per cylinder and dual overhead camshafts. Built on the foundation of the Rocket 455 V8 and offered in cars like the Oldsmobile 442, the W-43 raised the horsepower bar considerably. While the Rocket was good for 390 horses in the Hurst/Olds 442 special edition, Hot Rod magazine reported that the W-43, even early in its development, could unleash 440 horsepower at just 4,600 rpm. A modern dyno test, run on an original W-43 — one of two Oldsmobile is believed to have built — turned things up even further. Found and revived under the direction of James Kryta, the motor cooked up 560 horsepower at 6,000 rpm backed by 540 pound-feet of torque at only 3,600 rpm. Kryta went on to mount that motor in a classic 442, too. 

For some context, the Chevy Chevelle SS 454 debuted in 1970 with 450 horses. At the time, that was the highest factory horsepower rating ever for a production motor. The W-43, though, never made it into production. It was killed off by the looming switch to unleaded gas in 1973, as well as a new focus on efficiency and emissions rooted in the oil crises of the same decade.

Lou Costabile/YouTube

You can't pull all of those ponies out of thin air, of course. The W-43 had more than its share of performance enhancements over its predecessor, the production W-30 455 V8. Right off the bat, the W-43 had its own block casting and cylinder heads. It needed to accommodate a raised camshaft for its overhead cams, and that led to the bearing housings for that shaft being nestled into an open valley between the cylinder banks. Meanwhile, the cylinder heads themselves were configured with centered spark plugs, and the crankshaft itself was borrowed from the W-30 — but it was secured by four-bolt main caps instead of the regular 455's two-bolt caps.

As mentioned, the W-43 further featured 32 valves, doubling the number from the W-30. With some help from its wide intake ports, this change greatly improved airflow. (You might think "the more, the merrier" when it comes to valves, but Maserati proved otherwise when it tried to build an engine with six valves per cylinder.) Many of the other valvetrain components — such as the lifters, push rods, and rocker arms — were unique to the W-43, too.

You should also know that the influence of the W-43 carried on after Oldsmobile dropped the original project. Everything Olds engineers learned from experimenting with four valves per cylinder on the W-43 went into the creation of the four-cylinder Olds Quad-Four engine — the first motor from a domestic automaker with that setup.

Context:

The W-43's 560 horsepower would have made it the most powerful muscle car engine ever produced.

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This prototype shows how emissions regulations fundamentally changed American automotive performance forever.

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Only two W-43 engines were ever built before the project was cancelled in 1973.

Tom’s launched a new Corolla program that offers a complete restoration service that goes beyond its appearance. It includes powertrain upgrades to the 1.6-liter four-cylinder 4A-G engine. It has a larger bore, upping the output to 188 horsepower, a sizable increase over the original’s 158 hp. 

In addition to the frame-off restoration and repair, the package also includes new 15-inch lattice-style wheels. Tom’s wraps them in Bridgestone Potenza RE-11RS tires.  

Unlike some programs, Tom’s offers a complete package that includes the car, starting at ¥16,500,000 (about $104,000 at today's exchange rate). But if you already have the car and just want a thorough restoration and the other upgrade, it starts at ¥13,200,000 ($83,000).

Motor1’s Take: It is a great time to be a JDM fan. Forza Horizon 6 is set in Japan, Toyota is pumping out new parts for 30-year-old sports cars, and now Tom’s is giving the iconic Corolla AE86 a proper glow-up.

Context:

Tom's Racing offers fully restored Toyota AE86 Corollas starting at $104,000 with 188hp upgrades.

Context:

This shows the premium market for restored JDM classics continues to grow among enthusiasts.

Context:

The AE86 gained cult status after being featured in Initial D anime and drifting culture.

The idea came to youth-focused marketing man Charles E Bird in 1971. Visiting San Diego University to give a lecture, he spotted among the many Volkswagen Beetles on campus one adorned with flower stickers. 'Bugs' were popular with cash-strapped young Americans, while the student demographic was lucrative but often proved elusive to advertisers, so the potential for a symbiotic situation was obvious.

Bird founded Beetleboards that October and snagged Levi's jeans as its first client. He drove his first stickered Bug to the University of California campus in Los Angeles, and the "cat calls and high signs" received from his target audience confirmed he was onto something.

Enjoy full access to the complete Autocar archive at the magazineshop.com

Within a year, Beetleboards was offering coverage at the 100 most populous US universities, thanks to an "exceptionally talented" team, comprised mostly of young women.

There was one snag, however, which was proving the effectiveness and good condition of these mobile billboards to clients. Beetleboards proposed monthly check-ups at VW dealers only to receive a threat of legal action from the car maker.

Its solution? Park a Levi's Bug outside the Volkswagen of America headquarters, where the enthused reaction of employees prompted the ad director to strike a deal with Bird to carry out the verifications and even contribute to recruitment - including selling stickered cars straight out of showrooms. At a time when a new Beetle cost about $3000, owners could get $480 in just two years from Beetleboards.

International expansion began in 1975, first over to Canada, then Puerto Rico and, in 1978, Britain. Over here the cars were Minis and the scheme was called Roller Posters, run by major outdoor advertising company Mills and Allen. As in the US, clients were mostly makers of consumer goods and cigarettes, but the Mini's manufacturer itself, British Leyland, also capitalised.

Mini owners would receive a free respray, £6 per month (around £30 in modern money) and "other cash bonuses" as compensation for being constantly stared at while driving.

Around the same time, a copycat scheme, named Poster Motors, was initiated by Donnelley Marketforce, likewise targeting Mini owners and offering £6 per month. Advertisers could commit to a campaign lasting either three, six, nine or 12 months.

"While any scheme which gives the motorist a free respray and contributes to his running costs is to be welcomed as a tool to fight inflation, we wonder how much impact the scheme will have as the cars become a more and more familiar sight on the road, assuming the idea takes off," wrote Autocar.

"There is also conceivably a safety hazard in the way the cars are decorated. While the car is obviously eye-catching, and thus easy to spot on the road, the decoration could in some circumstances break up the outline of the car, making it difficult to, for example, judge distances and closing speeds at a quick glance."

Thankfully, it seems no crashes were caused but plenty of brands were boosted: a mass observation survey revealed that stickered cars were much more memorable than print or television advertising, with Levi's Minis achieving a strong 42% rate of spontaneous recall among adolescents and young adults.

Within a year, Poster Motors had 200 stickered-up cars across London, Birmingham, Liverpool and Manchester, advertising Levi's jeans, KP nuts and Durex condoms.

Autocar may have tugged its starched collar at that last one, but Poster Motors ensured that its applicants were carefully vetted.

"We don't just take anyone," managing director Brian Lane told the Nottingham Evening Post. "They must have the right attitude and lifestyle to be in keeping with the products. Levi's drivers are generally young people in trendy areas, while Durex drivers are of all ages and social groups, but morally responsible people."

It didn't last long, though. "As the company grew, so did the stress," recalls Bird in his upcoming book Those Amazing Beetleboards. "There were legal matters, financial issues, operational problems and a few too many disappointments." Thus 1984 would be the last year of Beetleboards, and it seems Poster Motors ended about the same time.

Context:

In the 1970s, companies paid VW Beetle and Mini owners to turn their cars into mobile billboards for brands.

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This early influencer marketing targeted cash-strapped students, proving more memorable than TV or print ads.

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Beetleboards paid owners $480 over two years when new Beetles cost around $3,000.

Rea, who passed away on 22 December after a short illness, was known to be a huge petrolhead, amassing a fleet made up of Ferraris, Lotus, Caterhams, and Land Rovers.

But the two motors that will go to the block next month are said to be among his favourites - and should sell for respectable prices. 

Iconic Auctioneers will offer a low-mileage 2022 Porsche 911 Carrera GTS and a characterful 1972 Fiat 500 - which has been converted to electric power - during its Supercar Fest sale at Sywell Aerodrome, Northamptonshire, on 16 and 17 May.

The auction house says the models 'reflect a different side of Rea’s well-known passion for cars'.

While the Porsche offers incredible performance, the classic 500 was used by Rea as a discreet runaround, utilising its 75-mile range to run errands in and about town while keeping a low profile.

Two cars from Chris Rea's private collection will be sold at auction in May, just 5 months after his death at 74. The two cars are from opposite ends of the spectrum...

The Porsche 911 Carrera GTS (992.1) represents a rare opportunity to acquire a modern performance car with both minimal mileage and notable provenance.

 Acquired by Chris Rea in June 2023 and retained within his personal collection, the car has covered just 1,242 miles. 

Supplied new by Porsche Centre Cardiff, it is finished in Slate Grey Neo with black exterior accents and a black hide and Alcantara interior.

Powered by a 3.0-litre twin-turbocharged flat-six producing 473bhp, the GTS sits in the sweet-spot of the 992 range, combining everyday usability with focused performance. 

Packing 473bhp, it's no slouch, taking a mere 3.3 seconds to hit 62mph.

But it's relatively civilised to drive at low speeds, is incredibly comfortable and has seating for four - though the rear is only really suitable for small children. 

The 2023 Porsche 911 Carrera GTS blends incredible performance with day-to-day comfort and practicality

Rea's car is a particularly high specification, with lots of expensive optional extra features

Iconic Auctioneers believes its combination of rarity, low mileage, high spec and famed single owner should see it fetch close to £100k

Rea's car features the eight-speed PDK automatic transmission, SportDesign package, GT Sport steering wheel, glass roof and upgraded Bose sound system, alongside 20/21-inch centre-lock alloy wheels, reflecting Rea’s impeccable taste. 

Serviced by Porsche Reading in February 2025, it has been sparingly used, carefully stored and is offered with an estimate of £80,000 to £100,000.

The 1972 Fiat 500 also on offer presents a very different and more personal side to Rea’s car garage. 

Under his ownership for more than 20 years, it was regularly used as his daily driver and reflects his appreciation for character over outright performance. 

Finished in Dark Silver with a Red vinyl interior, it retains the charm of the original city car while incorporating modern engineering.

In 2023, the Fiat was converted to full electric power by Retro Electric Ltd. 

The conversion includes a Netgain AC-20 motor, Tesla battery modules and an Orion battery management system, delivering an approximate range of 75 miles. 

This 1972 Fiat 500 is claimed to have been one of the personal favourites from Rea’s extensive car garage

Under his ownership for more than 20 years, it was regularly used as his daily driver. Then in 2023, he paid a specialist company to convert it to an EV

The Fiat only has a very small battery using modules from a Tesla. It has a range of just 75 miles. Experts believe it will sell for around £14k

Maintained throughout its ownership by respected specialists the car combines classic design with practical, emissions-free motoring. 

While it shows 42,241 miles on the odometer, it has covered only a matter of a few hundred since its electric makeover. 

It stands as a distinctive offering with genuine celebrity provenance and should attract bids in the region of £10,000 to £14,000, experts forecast.

Charles Smalley, car specialist at Iconic Auctioneers, said: 'Cars from Chris Rea’s collection always attract interest, but what stands out here is the contrast. 

'The Porsche is a modern performance car with very low mileage and clear collector appeal, while the Fiat 500 is something he used and enjoyed over many years. 

'Together they show the breadth of his taste and, equally, the range of cars we are proud to offer at auction.'

Picutred side-by-side, the two cars are great examples of Chris Rea's passion for motor vehicles

The Driving Home For Christmas singer passed away on Monday 22 December 2026 at the age of 74 after a short illness

Rea was known to be a huge petrolhead, amassing a fleet made up of Ferraris, Lotus, Caterhams, and Land Rovers. Here, he's pictured with his Lotus Mk6 in 2010

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The Driving Home For Christmas singer passed away on Monday 22 December 2026 at the  age of 74 after a short illness.

A statement from his wife Joan and their daughters Josie and Julia, read: 'It is with immense sadness that we announce the death of our beloved Chris. He passed away peacefully in hospital earlier today following a short illness, surrounded by his family.'

Middlesbrough-born Chris, who met Joan when he was just 16, had been dogged with serious health issues including peritonitis, pancreatic cancer and diabetes. In 2017, it was revealed he needed to inject insulin seven times a day.

Tributes swiftly flooded in for the star on Twitter, with many referencing his music, his love of cars and the cruel irony of his passing being so close to Christmas.=

Context:

Chris Rea's beloved Porsche 911 GTS and electric-converted Fiat 500 will auction in May for up to £100k.

Context:

The sale showcases how classic car collections become valuable estates after celebrity owners pass away.

Context:

Rea was famous for "Road to Hell" and owned an extensive collection including Ferraris and Lotus cars.

• The 3.4-liter turbocharged flat-six was rebuilt with all-new internal components.
• Its original owner held onto the car for 34 years before selling it in 2024.
• The BTR III has covered just 48 km since the restoration, located in California.

Decades before today’s restomod crowd showed up, Ruf was already the place to take a Porsche if you wanted it turned up several notches. Founded in the late 1930s as a general repair shop, it later evolved into a manufacturer focused on reworking Porsche models, launching its first complete car in 1977. Over the years, Ruf has produced some remarkable machines, many of which are now highly sought-after collector’s items

One of the firm’s more intriguing creations might have slipped under your radar. It’s a 1985 Porsche 911 Carrera Targa reworked to BTR III specification, and it stands alone as a one-off. Fresh from a comprehensive restoration, it feels inevitable that interested buyers will be lining up to take a closer look.

Read: This Ruf CTR Yellowbird Sold for $6.1 Million, 41 Times Its Original Value

Ruf originally converted the car to BTR III specification in 1990, updating it with a new front spoiler and a Turbo-inspired rear spoiler. It also sits on 17-inch Ruf Speedline wheels and has an upgraded 3.4-liter turbocharged flat-six engine. Delivering 408 hp, this unit is coupled to a five-speed manual transmission.

Restored And Factory Fresh

The car was kept by its original owner until 2024, then changed hands and was comprehensively restored by SV Automotive Engineering. As part of this restoration, the car was repainted, a number of suspension upgrades were made, and the brakes were overhauled.

Inside, new carpeting was fitted, and several parts were either refreshed or replaced. Among the key original features are a Ruf air conditioning system, a Blaupunkt cassette stereo with upgraded speakers, and a leather-wrapped Ruf steering wheel.

As part of the restoration, the engine was also rebuilt with new pistons, cylinders, valves, valve springs, retainers, bearings, fuel and oil lines, and timing changes. Heck, even the turbocharger and wastegate were rebuilt.

PCar Market is handling the sale, noting the 911 has covered 46,100 km (28,645 miles) since new and now resides in La Verne, California. Since completing its restoration, it’s added a mere 48 km (30 miles), which is hardly enough to warm the oil, let alone justify the work that’s gone into it.

That leaves it effectively untouched since the rebuild, which feels almost criminal. Someone should probably fix that. Go take a closer look at the listing over here and see if this one-off Ruf deserves a spot in your garage.

Car number 185 was piloted by driver Jacky Ickx and co-driver Claude Brasseur during the 1986 Paris-Dakar Rally. The pair finished in second place, coming in behind another Porsche 959. A few years ago, that very car was recommissioned—and you can get a glimpse into the process as it was captured on video.

Rather than a full restoration, the car was given a sympathetic recommissioning. This means the vehicle was completely disassembled, parts were examined, and anything that needed to be replaced was done so.

This includes bearings, seals, and a few hoses. Otherwise, the 959 was in remarkably good shape, considering it had been beaten to hell and back over 8,700 miles of African savannah.

Porsche says the winning car remains untouched from its race victory. It will remain preserved as such. Doing a bit of light upkeep on this second-place car, however, allows the world to see and hear a race-ready Porsche 959 in all its glory.

Tell us what you think!

Motor1's Take: If you were a car-loving kid at the time this car entered the world, you likely had a poster of either the Lamborghini Countach, a Ferrari Testarossa, or a Porsche 959 on your wall.

I was a Porsche 959 person, and it remains one of the few cars that turns my heart and brain to pure mush. Watching the restoration process here is a soothing way to pass the time during your day, so sit back and hit play already.

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The legendary Lola T70 racing car has been revived for the road with a 500bhp Chevrolet V8 engine and bodywork made from 100% natural fibres. There’s also a lighter, faster 530bhp competition version that’s eligible for Historic racing. Both versions weigh well under 1000kg, so performance is… significant.

What’s the Lola T70, then?

One of the most successful mid-engined sports racing cars of the 1960s. It first raced – and won – in 1965, becoming the car to beat in the bonkers Can-Am series. Dozens of wins and several championships followed, but it was the final Mk.IIIB coupe version that made the T70 iconic.

That’s because it’s widely regarded as one of the most beautiful racing cars there has ever been, also because it scored the T70’s biggest success when the Team Penske cars finished one-two in the 1969 24 Hours of Daytona. Many T70s of all varieties are still campaigned in Historic racing and, by all accounts, a well-sorted one’s a delightful, friendly, really very quick thing.

There have been many T70 Mk.IIIB replicas produced over the years, including a run of Continuation cars built by Lola itself. And it’s the Mk.IIIB that the latest version faithfully copies.

Tell me about the new version

The new Lola T70S couldn’t just be mistaken for the original, it essentially is the original, but made using modern materials and techniques. So it has an aluminium monocoque chassis and composite body, double wishbone suspension with adjustable dampers, 304mm brakes with four-piston calipers all round and gorgeous five-spoke magnesium alloy wheels. Even the powertrain mirrors the Chevrolet/Hewland combination favoured in period. Indeed, it’s so faithful that every race version will come with FIA papers for Historic racing.

The big departure is in the type of composite used to make the body. Dubbed Lola Natural Composite System (LNCS), the fibre element is taken from agricultural waste and basalt rock, while the resin is plant-based. Lola claims LNCS is stronger than glassfibre reinforced polyester (GRP) and reduces noise, vibration and harshness. CO2 emissions from production are massively, reduced as well.

What’s performance like?

Huge. The road-going T70S GT is powered by a 6.2-litre Chevy V8 producing 500hp driving the rear wheels through a six-speed gearbox that can be switched between H-pattern and sequential shifting. With a mere 890kg to shift, it catapults from 0-62mph in just 2.9 seconds, and 0-124mph in 9.3 seconds, before reaching 200mph flat-out. Without traction control or anti-lock brakes, even power steering.

The racing T70S is even faster. To comply with FIA regs it has a period-correct 5.0-litre Chevy V8 producing 530bhp, connected to an equally period five-speed Hewland LG 600 gearbox. Without the GT’s aircon, it weighs 860kg. That translates to 0-62mph in 2.5 seconds – the same as a current Porsche 911 Turbo S – 0-124mph in 8.9 seconds and 203mph.

Grand Prix and Le Mans winner Johnny Herbert is taking care of chassis development – having recently campaigned the famous green Mk.IIIB owned for many years by privateer racer David Piper – so it should be as good to drive as the original.

Anything else I should know?

It’s tiny. Lola quotes a length of 4225mm and it should match the original Mk.IIIB’s width of around 1800mm and height of just over 1000mm. The GT version has a few concessions to everyday usability including chunkier switches and storage for the headsets that will be necessary if you want to be heard over the thundering engine.

Okay, I’m sold. How much does it cost?

Lola hasn’t given a specific figure but expect to pay a similar amount to a good example of an original Mk.IIIB. Values are hard to pin down as only 16 were built, but expect a T70S to cost around £750,000.

The original Lola T70 dominated the first Can-Am Championship in 1966, and claimed victories in the Daytona 24 Hours and RAC Tourist Trophy. Notable drivers included John Surtees, Jackie Stewart, Mario Andretti, Denny Hulme and Graham Hill.

Debuting at the RAC Club in London, the new Lola T70S is a recreation of the 1969, Daytona-winning T70 Mk3B. However, while the team worked from the original blueprints, the T70S is built using modern technology and advanced sustainable materials.

“We wanted to create the best example of a T70 there has ever been, with a level of detail that wasn’t possible in the original car,” explained Lola chairman Till Bechtolsheimer.

Small-block Chevy V8 power

While Lola competes in Formula E in partnership with Yamaha, modernity in this case doesn’t mean electrification. Thankfully, like its classic forebear, the T70S has a small-block Chevrolet V8 mounted in its middle. “An electric T70 is not something I could get excited about,” admits Bechtolsheimer.

In the racing version, the 5.0-litre (305 cubic-inch) engine develops 537hp and revs to 7,300rpm: good for 0-60mph in 2.5 seconds and a top speed of 203mph.

The road-going T70S GT uses a 6.2-litre Chevy V8 to meet emissions requirements, serving up 507hp with a 6,600rpm limiter. It’s 30kg heavier than its track-only sibling, although a dry weight of just 690kg still means savage performance: 0-60mph in 2.9 seconds and 200mph flat-out.

In both cases, drive goes to the rear wheels via an H-pattern manual gearbox that combines dog-ring engagement with shift-by-wire electronics. The aim is to offer visceral, rapid-fire shifts like a 1960s T70, but with modern reliability and ease of use. “We worked really hard to hide the digital behind the analogue,” says Lola innovation director Matt Faulks. “The car still has a clutch and a proper gear stick. We’ve just made the driving experience more accessible.”

Chassis setup by Johnny Herbert

Speaking of accessibility, the Alcantara-trimmed interior of the T70S isn’t as brutally basic as the car driven to Can-Am glory by John Surtees. “We even managed to find enough luggage space for an overnight bag or crash helmet,” says Bechtolsheimer. “There’s a built-in intercom, but no stereo system – what would be the point?”

Firing up the Lola in the genteel environs of The RAC Club would be improper, so we’ll have to imagine its naturally aspirated V8 battle cry for now. Alternatively, a brief search for videos of the T70 in action on YouTube will suitably assault your eardrums. You’re welcome.

The car’s dynamic setup has been entrusted to former F1 driver and Le Mans winner Johnny Herbert, who recently raced the famous David Piper Mk3B (the green car in the first photo). “You have wonderful feedback through the steering wheel; the response I get is exactly what I want,” said Herbert. “It just gives you a beautiful sense of connection with the car.”

Lola T70S: the sustainable racer

As for the ‘S’ in T70S, it stands not for Sport or Special, but for Sustainability. Yes, really. “This started as a project about sustainable design and manufacturing,” reveals Bechtolsheimer. “Although I recognise that also having a V8 makes for a bit of a provocative statement.”

Most notably, Lola has applied for a patent for its ground-breaking, petrochemical-free new composite called LNCS, which is used for all the car’s bodywork. Short for Lola Natural Composite System, it combines basalt and plant fibres into a material that is stronger and stiffer than traditional glassfibre, with a much lower CO2 footprint.

The company has also developed a new process of extracting magnesium – used for the car’s wheels – via solar-powered electrolysis. And it has ensured the old-school V8 can run on sustainable fuel. Overall, Lola claims an impressive 54 percent reduction in CO2 compared to building an original T70.

Only 16 cars to be built

Opt for the track version of the T70S and it comes with an FIA Historic Technical Passport, certifying its eligibility for international events. Or you can choose the road car and enjoy the glorious incongruity of driving a reborn racer on the high street.

Either way, Lola will only build a total of 16 vehicles – mirroring the number of T70 Mk3Bs produced in period. And the price? No figure is quoted yet, but we’re told it will be similar to a classic, race-ready Mk3B. On that basis, you should probably budget close to seven figures…

“Driving a Lola T70S will be a chance to experience the past and future of motorsport simultaneously,” said Peter McCool, technical director at Lola. We’ll keep our fingers and toes crossed for an invitation to do just that when the car is launched later this year.

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Congratulations! It's 1975 and you've just brought home a brand-new Chevrolet Monza optioned with a 262-cubic-inch V8. While a few years ago GM V8s pushed 300 horsepower or more, this one offers just 115. That's okay, you tell yourself. Gas is expensive and new federal regulations are helping to improve fuel economy and clean up the air. At least it's easy to maintain, right? Wrong! Get out the engine hoist, because this is not one of those spark plug myths you need to stop falling for: It's time to change the plugs on your Chevy Monza.

The mid-1970s threw challenge after challenge at the auto industry. New federal safety regulations mandated 5-mile-per-hour bumpers, and strict enforcement of the 1970 Clean Air Act forced tailpipe emissions to be cut in half by 1975. This all came amid an energy crisis that led to rising gas prices and the establishment of Corporate Average Fuel Economy rules designed to improve the efficiency of cars and light trucks. 

This was a problem for Chevrolet's newest model. Since early in the Monza's development, GM had planned to use a new Wankel rotary engine. While there are pros and cons of rotary engines, in the first half of 1974, just months from the beginning of production, it became apparent that the spinning triangle would not meet current emissions and other standards. The plan was paused, and later scrapped altogether. 

The Monza was instead reengineered to host traditional GM power plants. Options would include the Chevrolet Vega's four-cylinder, a Buick V6, or a new-for-1975 4.2-liter V8, the smallest small-block offered by the Bowtie. Despite being itsy-bitsy, it still proved too big to be convenient in the Monza's engine bay.

Trigub/Shutterstock

What do a Ferrari 355 and Chevrolet Monza V8 have in common? The engine had to be unmounted to perform basic maintenance. About five months after sales of the Monza began in August 1974, an Associated Press article published in the New York Times highlighted a flaw with Chevy's new V8-equipped hatchback — the entire engine had to be lifted to change one spark plug. A GM spokesman told the AP that plug number three sat too close to the steering column, making its removal difficult without raising the engine a half inch.

GM said Monzas checked at the proving ground didn't require such drastic measures to perform the maintenance, so a "production variance" was the issue. While the original parts had an estimated life of 22,500 miles, when it came time for new spark plugs, GM's recommended procedure included lifting the car to loosen the engine mounts, then returning the car to the ground and using an engine hoist to raise the engine a half inch. Now the troublesome spark plug could be replaced and the entire operation had to be done in reverse.

The allotted time for this job at a dealership? Just 1.3 hours. In that time frame, the mechanic also had to replace the other seven plugs, which could be done without much fuss. In the mid-1970s, a mechanic would have 36 to 48 minutes to swap plugs on other GM V8s. This means they had about 30 extra minutes to lift the Monza's engine, change the part, and put it back together. So while the Monza, built through 1980, may have styling influenced by Ferraris, it doesn't seem likely GM was trying to set any maintenance trends for future Prancing Horses.

When you drive around in a modern hypercar, you look like a moneyed dork. You really can't help it. They're big and heavy and powerful, but their only party trick is going fast and maybe sounding cool. But if you drive a new Lola T70S instead, you can feel all the sensations that a racer in the heady days of 1960s American motorsport might have felt. You can pretend you're Mark Donohue crossing the finish line to win the 1969 24 Hours of Daytona, or that you're dominating the 1966 SCCA Canadian American Challenge Cup (Can-Am). This is bare-bones speed, not quiet luxury. You get an aluminum chassis and a big American V8. No frills, because you don't need them. 

Lola, the company known for building race cars and winning races for decades, is building a run of street-legal race cars to celebrate the 60th anniversary of the T70's Can-Am success. Available in both a competition specification, created specifically for use in vintage racing programs, and a street-legal track-day spec, the new T70S is the driver-focused lightweight powermonster it always has been. With a car like this, you would stick out in traffic much more effectively than you would driving anything Ferrari or Lamborghini have built in the last twenty years. The gorgeous swooping 1960s design is incredibly anachronistic today, adding to the unexpectedness.

Just 16 examples of the new T70S will be built, each to the exacting specifications of its new owner. Whether you choose the race car version or the road car, both will be powered by a 530-horsepower small-block Chevrolet 5.0-liter V8 and backed by a Hewland 'dog-box' transaxle. Unlike the original's fiberglass bodywork, the new T70S will make use of a carbon-neutral composite called Lola Natural Composite System, which combines natural plant fibers with a new natural resin created from sugar cane byproduct. Sounds tasty. 

The coolest part of this car, at least the street car, is that Lola developed a shift-by-wire system that allows the driver to use an H-pattern gearbox to tell the sequential gearbox where it should be. I am interested in seeing how that system works. There is still a conventional manually-operated clutch, but the actual shifting will be handled by computer to make sure inexperienced human drivers don't accidentally muck it up. 

Lola Cars

Driving the new T70S is a throwback to racing's golden era. You can hop inside this thing and immediately be transported back to Eric Broadley's original vision, sitting in one of the most iconic racing cars of all time. "The hairs on the back of my neck stood up, to hear that roar from the V8 sitting right behind you is something that always gets your emotions going," said veteran racer Johnny Herbert, after driving the original David Piper Mk3B. 

Till Bechtolsheimer, Chairman of Lola Cars, had this to say about the company's return to its glory days: "The T70 is not only one of Lola's greatest designs, but one of the most iconic racing cars ever built. With the T70S, we are delivering a car identical to the original fire-spitting, Steve McQueen-era, V8 monster, but refined with advanced manufacturing processes, sustainable materials, and an unparalleled attention to detail."

According to Lola's website, the racing version of the new T70S will feature a 305-cubic inch version of Chevrolet's small block V8, though instead of the original's octet of carburetor throats, this 7,300 RPM small block will apparently feature direct fuel injection. If you order the street-legal T70S GT model, however, you're getting a 6.2-liter V8 making 500 horsepower. That street-focused car is fitted with a few creature comforts to make it livable in town, like air conditioning and a stereo, but it barely tips the scales with a dry weight of just 1,965 pounds, so it's going to be a handful in ways modern hypercars with three times as much power just aren't. Expect a top speed over 200 miles per hour and a run from zero to 60 mph in under 3 seconds. 

There's no word yet on how much one of these new machines is going to cost (a 2006 Lola sold at auction late last year for $305,000 while a 1976 T70 had the hammer fall at $450,000), but you can bet that it won't be cheap. This style of nostalgia is valuable in 2026, as it reminds people of a time when racing was still viewed not just as a pastime, but as a source of street car innovation. 

While Lola went bankrupt and disappeared for a while, the company was revived in 2022 as the new owners bought up not just the rights to the name, but the full archive of technical drawings. Lola hopes to return to its onetime seat as the leader in motorsport chassis design and engineering, which is a pretty long row to hoe. Lola, as it is, currently competes in Formula E alongside Yamaha. 

Lola is making two versions, the T70S and the T70S GT. One is for the track, and the other is for the road. Lola is only building 16 cars, calling the T70S and T70S GT “a faithful rebirth of a motorsport icon.”

The road-going GT has a 6.2-liter V8 engine from Chevrolet. It produces 500 horsepower, giving the car a top speed of 200 miles per hour and a 0-60 time of 2.9 seconds. The T70S GT also features climate controls, storage solutions, and a specific gearbox designed for the road.

The track version has a Chevy 5.0-liter V8 making 530 hp, a period-correct transaxle, and a double-wishbone suspension system. It has a 203-mph top speed, can sprint to 60 mph in 2.5 seconds, and comes with a FIA Historic Technical Passport, allowing it to compete in FIA-sanctioned events.  

The new T70S and T70S GT were developed using original archival drawings. Lola has reengineered every component and is using sustainable materials and advanced manufacturing processes to build the new cars.

Motor1’s Take: Now that Lola Cars is back in motorsport, it’s nice to see the company honor its past with its new T70S, including a road-going example. The new car retains the original car’s stunning design, which we are excited to see on the road.  

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The older Mercedes-Benz G-Class has its roots in utilitarian and military vehicles. EMC takes one of those older trucks and gives it a fresh coat of paint, upgraded interior features, and your choice of powertrains.

The result is an old truck you'd be happy to run around in today, even if your commute is less apocalyptic landscapes and more beaches or ski slopes. The company's latest build leans into the military side of the G-Wagen history, and it's dubbed the Camouflage Wolf.

The truck is a 1991 W461, which started life as a 250GD Wolf. Wolf is the G-Wagen term for a G-Class built for military or utility purposes. The original powertrain would've been an OM602 diesel engine good for maybe 90 horsepower.

EMC swapped that out in favor of a 6.2-liter LS3 V8 capable of 430 horsepower. There's Bilstein suspension, a lovely Sweetgrass-colored interior, and a dash of oak trim. The end result is a very cool truck, with a rather shocking price tag.

An EMC build starts around $185,000. If you want to upgrade to the LS3 V8 engine, you'll add an extra $55,000 to the bottom line. That's a lot of labor cost for about $22,000 in engine and transmission parts.

Regardless, EMC builds cool-looking trucks. And any restomod builder is asking crazy money for their vehicles.

Motor1's Take: You could recreate this build yourself for a lot less dough, but that's only if you can do the work yourself. And that doesn't count the paintwork or interior upgrades, of course.

It's definitely a cool rig—but that starting price is hard to stomach.

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A reboot of the Mk3B T70, which scored a one-two in the 1969 Daytona 24 Hours, the T70S GT is powered by a naturally aspirated 6.2-litre Chevrolet V8, mated to a six-speed Hewland manual gearbox. 

Yet “I didn’t want this just to be a continuation car; I feel like that’s overdone,” Lola chairman Till Bechtolsheimer told Autocar, fresh from racing a Ford Mustang GT3 in the Sebring 12 Hours. 

To that end, the T70S GT's gearbox can be switched into a sequential mode for track use, in a similar fashion to the combined automatic/manual ’box used in the Koenigsegg CC850.

Underpinning the swooping bodywork is an aluminium chassis, helping the T70S GT achieve a dry weight of just 890kg.

That gives the T70S GT a power-to-weight ratio of 562bhp per tonne, on a par with mainstream supercars like the Lamborghini Revuelto. This allows it to hit 62mph from rest in 2.9sec and 124mph just 6.4sec later. 

Suspension comes in the form of double wishbones and height-adjustable coilovers at both the front and rear ends.

Meanwhile, the track-only T70S uses the 5.0-litre Chevrolet V8 and five-speed Hewland gearbox that the original car used in period. 

It’s more powerful than the 6.2-litre road car, with 530bhp, and lighter too, at 860kg (dry), boosting its power-to-weight ratio to 616bhp per tonne. That cuts its 0-62mph time to 2.5sec and gives a top speed of 203mph. 

"The track car is identical to the original," said Bechtolsheimer. "We've got FIA HTP [Historic Technical Passport] papers on the prototype; every one of those race versions of the car will get delivered with FIA papers and will be eligible for historic racing."

Each car's bodywork, meanwhile, is made from a new composite made from a combination of fibres from plant waste and basalt rock, bonded with resin from sugarcane, rather than the petrolchemical-based glue that's typically used.

Lola claims this new material, which it developed itself, is stronger than fibreglass and yields better refinement than carbonfibre. 

"It's not going to impact the performance of the car but it's going to massively impact the sustainability of the of the build," said Bechtolsheimer. 

"What we think we've done here is create the first 100% natural composite. There are no petrochemical elements to it whatsoever, and we don't believe that has ever been done, certainly not in automotive."

The two variants of the T70S share the same basic cockpit architecture, with the driving seat slung low and the gearlever nestled next to the driver’s right leg.

But where the racer is faithful to its 1960s forebear, the road car makes small concessions to real-world usability: it still goes without screens, favouring analogue dials and controls, but gains chunkier switchgear, air conditioning and cubbies for storing headsets. There’s also a small boot for “modest luggage”.

Just 16 examples of the T70S will be built at Lola’s Silverstone base. The company has yet to announce pricing, but Bechtolsheimer said it would land somewhere between "what the very best original T70 would be and your base level".

The launch of the T70S marks a new era for Lola. The original company went bust in 2012 but was revived a decade later by Bechtolsheimer, and it has since entered Formula E in partnership with Yamaha.

"One of the things that I love about Lola is that it never did a road car, and so I still don't really see this as a road car either," he said. 

"It's some small upgrades to to a race car that make it just about roadable and using small production allowances like the IVA [test in the UK] to get them roadable."

Powering the 911 will be Kindred’s Grayback electric powertrain with a rear-mounted electric motor. It produces 375 horsepower, 200 hp more than the original, and 280 pound-feet of torque. The 400-volt, 62.2-kilowatt-hour battery and a 40/60 weight distribution. Kindred says the car will have a range of 225 miles.

The company says the 911 will have a “sharper response, more predictable handling, and power delivery that enhances rather than overwhelms the car’s character.” The upgrade is available on 911s built from 1974 to 1989.  

Inside, Kindred adds several modern touches, like wireless Apple CarPlay and Android Auto, an upgraded HVAC system, and heated front seats. It also comes with a MagSafe wireless charger, a Nappa leather interior, and modern controls.  

Kindred says it will be producing and delivering its electric 911 starting in the first quarter of 2027. It will reveal the paint and options details in August. The starting price is $299,000, and production is limited to just 12 units. Each Porsche undergoes a complete restoration.   

Motor1’s Take: Purists might hate a restomod like this, but it is always exciting to see aftermarket builders take iconic cars in new directions as technology changes. If the 911 is like Kindred’s other builds, we are confident it will be good.  

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The technology behind this automotive chatterbox was a Texas Instruments TMS5220 speech synthesis chip, the same processor that powered the Speak & Spell toy. But while children found the robotic voice charming in their educational games, drivers discovered something far more unsettling about having their car monitor and comment on their behavior. The chip cost manufacturers around $25 in 1983 dollars, equivalent to roughly $75 today, and could store between 20 and 40 pre-recorded phrases in its ROM memory.

Chrysler wasn't alone in this experiment. Nissan installed similar voice warning systems in their 1984-1986 Maxima and 300ZX models, while Buick offered an Electronic Voice Information Center in their 1984 Riviera. Even Datsun had jumped on the talking car bandwagon with their 280ZX Turbo as early as 1981. Each system drew about half an amp from the car's 12-volt electrical system and activated dozens of times during a typical drive.

The phrases themselves have become automotive folklore. "Door is ajar" was the most common and memorable, though the systems also announced "Your lights are on," "Your parking brake is on," and various engine diagnostic messages. The voice was deliberately emotionless, a design choice that somehow made the constant surveillance feel even more invasive. Every action triggered a response, creating an environment where the car seemed to judge every decision its human occupants made.

According to a November 1983 Motor Trend report, 60% of owners disabled their voice systems within the first year of ownership. The complaints weren't about technical failures but about the psychological impact of constant monitoring. Chrysler dealerships reported that the voice system became the second most complained about feature in 1984, with customers describing feelings of being watched and judged by their vehicles.

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The production costs told their own story about industry priorities. Adding voice synthesis increased manufacturing expenses by $150-200 per vehicle, according to Ward's AutoWorld in 1984. Manufacturers were willing to invest significant money in technology that would watch drivers and report on their behavior, decades before anyone had conceived of data collection as a business model. They were creating surveillance systems disguised as convenience features.

The systems tracked door positions, seat belt usage, fuel levels, parking brake engagement, headlight status, and various engine parameters. Every sensor fed information to the voice module, creating a comprehensive picture of driver behavior. The car knew when you forgot your lights, when you drove with your parking brake engaged, when you needed fuel, and when you'd left a door open. This data wasn't transmitted anywhere, but it was being collected and processed in real time.

By 1987, most manufacturers had quietly abandoned their voice systems. Nissan discontinued theirs after complaints about the "annoying electronic nagging." General Motors made their voice systems optional rather than standard equipment by 1988. Chrysler held out until 1989 before finally admitting defeat. The technology worked perfectly, but customers had rejected the fundamental concept of a car that observed and commented on their every action.

Today's vehicles collect thousands of data points about driver behavior, location, speed, braking patterns, and personal preferences. They connect to smartphones, share information with manufacturers, and use artificial intelligence to predict maintenance needs and driving patterns. The difference is that modern cars do this silently, without the constant verbal reminders that made 1980s voice systems so unsettling. We've learned to accept automotive surveillance as long as it doesn't announce itself.

Those early voice systems weren't technological failures. They were prophecies. The 1983 Chrysler New Yorker that told you "door is ajar" was showing us exactly what the future looked like: cars that watch everything we do and never stop talking about it. We just learned to prefer our automotive overlords when they whisper instead of shout.

Sources: Motor Trend archives, Ward's AutoWorld historical reports, Automotive News archives, Texas Instruments technical documentation

The Petersen Automotive Museum

The Porsche Panamera debuted more than 16 years ago, marking the brand's first foray into the production sports sedan segment. Offering between 400 and 500 horsepower between its naturally aspirated and turbocharged 4.8-liter V8 engine options, it showed that this legendary brand was capable of stretching out its signature 911 aesthetic, throwing in four doors, and offering fun driving dynamics in something that could comfortably fit four adults.

This wasn't the brand's first go at sedans. The 1990 Mercedes 500E may have been badged by its Stuttgart neighbor, but Porsche had a major hand in its development and construction. Then, there was the 1994 Audi RS2 Avant — okay, this technically was a five-door hatch, but so too is the Panamera — with Porsche DNA throughout its construction. Porsche even contemplated a four-door 928 that made it as far as the concept stage.

But there's a one-of-one Porsche that clearly predates all of the above. Back in 1967, the Panamera recipe was already in place, with the 911 shape stretched out to accommodate four doors. Admittedly, this OG four-door Porsche sports sedan wasn't technically even built by Porsche, but its history is far more fascinating as a result.

And then there were four

The Petersen Automotive Museum

The 1960s were a thick chapter of American history. One year before recording artist Tiny Tim released his debut album God Bless Tiny Tim in 1968, a Texas-based Porsche dealer by the name of William Dick concocted one heck of an idea.

He wanted the two-door-favoring firm that he so proudly marketed to build him a four-door 911 S. Not just as a gift to his wife at Christmas, but as a proof-of-concept showing the versatility of a four-door performance sports sedan. In conventional form, the 2.0-liter flat-six in the S produced 180 horsepower, a five-speed manual gearbox was standard, and thanks in-part to lightweight magnesium wheels, it tipped the scales at just 2,271 pounds. At the hands of Car And Driver's testers, a 0-60 mph run was possible in just 6.9 seconds, with the quarter mile mark arriving in 15.6 at 90 mph.

Porsche refused to elongate the 911, though, so he instead enlisted the help of California-based fabricators Troutman and Barnes. They cut a 911 S in half, welded in sheet metal to stretch it out, then integrated factory 911 doors behind the existing pair. The rears were "suicide-style", so they hinged at the back, and revealed a spacious rear cabin. Or at least, more spacious than a standard 911. As explained by The Petersen Automotive Museum, the interior leather was dye-matched to a pair of shoes owned by Dick, at the hand of the factory, and then crafted by well-known upholsterer Tony Nancy.

It's definitely odd-looking, especially considering the slender 911 body shape was now more egg-like. But still quite cool, and considering a 911's entire engine sits behind the rear wheels, it seems like it was a generally straightforward project besides the massive amount of body and interior work.

Porsche's hand in sedans ever since

JoshBryan/Shutterstock

Since 1967, Porsche has either had a hand in other automakers' sedans, come up with its own stretched-out 911 concepts, or finally put them into regular production. There was 1989's 989 concept, which looks like the precursor to the 996-generation's overall styling and had a naturally aspirated 4.5-liter V8 under its hood making 350 horsepower. That was cancelled in 1992. And that followed the aforementioned 928 four-door concept, scrapped in the late '80s.

In the early '90s, the Mercedes-Benz 500E saw Porsche contribute a portion of the bodywork, engine tuning, and chassis tuning. Production on each unit took 18 days, transferring between one of Porsche's Zuffenhausen facilities and Mercedes' Sindelfingen plant, twice.

The Audi RS2 sported an Audi body and paint, and the lion's share of necessary components from its other models, but the rest was taken care of by Porsche. The iconic wheels, brakes, and engine cover all let discerning consumers know that this was one of the coolest automotive brand collaborations, ever.

Then, we can't forget about the humble Panamera. When it initially debuted, this author found its fish-resembling body to be rather ugly, but it has matured well. Especially the most recent 976 generation that debuted in 2023. And considering the 'Mera's been around since 2010 and is still going strong (plus, there's also the EV Taycan sedan), it was clearly a wise move by the German brand. Still, it's funny to think that the OG four-door Porsche sports sedan wasn't built by Porsche, but was the brainchild of a Texan with a bit of imagination.

Context:

A Texas dealer created the first four-door 911 in 1967 using custom fabricators, not Porsche itself.

Context:

This shows Porsche's four-door potential existed decades before the official Panamera launched in 2010.

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The custom 911's rear doors opened suicide-style and interior leather matched the owner's shoes.

That’s exactly what Twisted Automotive delivers with the TRRC, a bold, high-performance reimagining of the three-door Range Rover Classic originally launched in 1970.

The project is personal. Founder Charles Fawcett created the TRRC as a tribute to the 1980s Range Rover his father once drove. The name—short for "Twisted’s interpretation of a Range Rover Classic"—fits the brief. Production is capped at just 12 builds per year, with prices starting at £350,000 (roughly $445,000). That doesn’t include the donor vehicle, which customers must provide.

Fresh V8 Power, Classic Design

At its heart is a 6.2-liter LT1 V8 pushing out around 500 horsepower—a heavily reworked version of the engine found in the Chevrolet Corvette—paired with an eight-speed automatic. It’s a serious upgrade, backed by more than two decades of Twisted’s Land Rover tuning experience.

The supporting hardware has been thoroughly upgraded to match. Suspension, bushings, and differentials are all reinforced, while braking comes from six-piston front calipers and four-piston rears. Crucially, it’s not overdone—the chassis tuning keeps the Range Rover’s signature composure intact, prioritizing comfort and usability over harshness.

The TRRC’s design walks a careful line between heritage and refinement. Up front, the bumper channels the clean simplicity of 1970s models, while the grille and lighting take cues from later 1990s versions.

New hand-formed aluminum panels elevate the finish, and panel fit—long a weak point on older Range Rovers—has been given serious attention. Buyers can also tweak the look, including the option to paint the C-pillar body color, ditching the classic "floating roof" for a more solid, purposeful stance.

Built To Be Driven

Inside, the cabin has been completely reworked. Lower-mounted seats improve the driving position and make better use of the Range Rover’s signature glasshouse.

There’s plenty of modern comfort—leather upholstery, heated seats, an eight-channel audio system, and a discreet infotainment setup—but it’s the details that stand out. Sound deadening is tucked beneath the carpets rather than hidden behind panels, leaving painted surfaces visible and adding to the bespoke feel.

Each build is completed by hand and tested over more than 500 miles before delivery. The result is a Range Rover Classic that feels sharper, faster, and far more exclusive—without losing the character that made it an icon in the first place.

And if you’re thinking of ordering one, you’re already too late—Twisted’s entire 2026 production run is sold out.

Motor1's Take: Restomods—especially those of the off-road variety—can be hit and miss. But Twisted's take on the classic Range Rover is an absolute stunner, and the engine the company chose for the project might be the best V8 you can buy.

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This restomod blends classic design with modern V8 performance for a unique driving experience.

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Its high price reflects the exclusivity and craftsmanship involved in each bespoke build.

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The original Range Rover Classic has a storied legacy, making this tribute even more significant.

Subaru’s Forester is intended to evoke a far milder employment choice and one hinting at some appealingly rugged usage. The first Forester, emerging in 1997, was promoted with the simple explanation “SUV Tough, Car Easy”.

What you got was a tall, all-wheel-drive estate car, served with unexpected aural character via the rhythmic beat of a flat-four engine. Flat four apart, it was no ground-breaker. Toyota’s 1984 Tercel estate offered much the same mix, if with a conventional motor.

The high-roofed Tercel estate has long gone, however, while the Forester endures, albeit as a machine of slightly different conception from the early editions. 

Subaru’s second, 2002 take on the Forester stuck to the same recipe, which proved especially wholesome in the US - but the near-inevitable drift towards a full SUV came in 2008. And today’s Subaru Forester really is conceptually much the same beast as other SUVs on the road.

But it’s this original version that we’re getting nostalgic about here. The Forester’s secret, for those in the know, is that it shares its foundations with the Subaru Impreza, a dull little saloon car that warbled its way to a trio of World Rally Championships across the globe when fired with a turbo, prepared by Prodrive and driven by Colin McRae, Ari Vatanen and Carlos Sainz. 

At heart, the Forester was this same, stage-busting car, with the same chassis, the same boxer engine, all-wheel drive and low centre of gravity.

Which went some way to compensating for the height of its roof. True, the Forester’s innards weren’t honed to the levels of Impreza STis and WRXs, but it was still game enough to be a lot of fun and grin-inducingly quick on a twisty road when turbo boosted. If the Forester’s robust-looking two-tone bodywork provided little clue to its game athleticism, neither did its cabin. 

This was late 20th century workmanlike Subaru, the 50 shades of grey plastic relieved only by diagonally striped upholstery that looked like someone had collapsed across the seats with a rake. The upholstery was grey, too. Top-of-the-range Foresters provided some colour relief because the air vents and centre stack were framed with burr walnut. It was fake, despite this Subaru’s arboreal name, and clashed uncomfortably with the seat fabric.

Flash interior decor was far from the point of the Forester, which was as robust as every other Subaru. This was a car whose reliability was solid enough that you really could drive deep into a gravel-tracked forest and be confident of a return, even after it had amassed well beyond 100,000 miles. So long as the timing belt was changed when required, at least.

It’s not hard to find 25-year-old examples of this wagon in decent order, although it pays to check the underside thoroughly. (Rear suspension strut towers are one of many zones known to cultivate rust.) A car of unexpectedly endearingly abilities then, much character, much practicality and, er, much ugliness too.

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Low miles and a manual gearbox make today's Nice Price or No Dice Mustang a pony that still has plenty of potential. Let's see if its price tag makes it a one-trick pony.

Yesterday, I challenged your fortitude and the perilous depths of your bank account. The object of this drawn gauntlet? A 2005 Audi S4 Quattro Avant, one of the neediest to maintain, but conversely, rewarding to drive when in top form used German cars on the market. Our candidate was par for the market, having had a good bit of wrenches turned in its benefit, but more work needed to make it presentable. The asking price to take on this task? That was $6,500. 

I needn't have called your temerity into question as common sense and a can't-fool-me attitude permeated the comments and, in the end, resulted in the Audi earning a hefty 74% 'No Dice' loss. Your collective judgement never fails to impress.

Craigslist

The first time I vacationed in Hawaii—the island of Maui to be specific—I rented a Chrysler Sebring convertible. At the time, that appeared to be the official car of visitors to our 50th State. Years later, I went back to find that Sebrings had become as rare a sight as the Nēnē, its position usurped by the Ford Mustang convertible. Of course, those Mustangs, while great for hopping over to Hāna or a cruise to Hilo Hattie's for a requisite aloha shirt, were inevitably rental-spec. That meant a punky V6 engine and automatic transmission, matched to poverty-spec suspension components.

Today's 1999 Ford Mustang GT, on the other hand, looks like something any of us could live with, be proud to park in our driveway, and not just forget about the moment we drop it off at a lot near the airport. Painted a sedate Dark Satin Green metallic, this GT offers a contrasting parchment top and matching interior with leather seating and lots of bells and whistles. It also has a set of amazingly handsome factory alloy wheels.

Craigslist

Before we get into daydreaming about the potential purchase of this GT, we need to address one minor discrepancy in this Mustang's ad. The headline describes this GT as a 35th Anniversary car. Now, it's true that 1999 was the Mustang's 35th Anniversary year, having first been introduced on April 17th, 1964. It's also a fact that Ford built a series of special edition Mustang GTs—2,318 coupes and 2,310 convertibles—in 1999 to commemorate this event. This car, however, is not one of those special editions. It is a 1999 Mustang, which makes it an "anniversary year" car simply based on the year. In that aspect, the seller is being truthful, just not wholly accurate.

The Anniversary cars are differentiated by different wheels, a blacked-out section on the hood ahead of the non-functional air scoop, and model-specific two-tone upholstery. They also only came in four colors: red, silver, black, or white.

This car, while less noteworthy as an acknowledgment of the model's anniversary (Coral is the traditional gift for this milestone, BTW), still has a lot on offer. That includes a clean title and tidy appearance, and a modest 64,000 miles on the clock.

Craigslist

This is also, it should be noted, a GT with a stick. That means there are five cogs and a clutch to play with, something that should prove pretty fun considering that's mated with the Mustang's party piece: a 5.0-liter (302) Windsor V8. Mustangs have always offered a V8 (save for 1974, but let's not talk about that), but those V8s have varied widely in output. At the Mustang's nadir, the 302 only made a paltry 125 horsepower. Fortunately, Ford found the Mustang's mojo in the 1980s, returning to both the GT and the 5.0 the respect each deserved.

In this model year, the fuel-injected, naturally aspirated 302 made 260 horsepower and, by happy happenstance, 302 pound-feet of torque.

According to the ad, this GT "runs and drives excellent," and has "no mechanical issues." The engine has benefited from the recent replacement of a number of rubber bits, including the serpentine belt and radiator hoses. Both the heater and A/C are claimed to be in fine fettle, and the car has already passed its smog test.

Aesthetically, it appears to be in awesome shape. It's not perfect, of course. There are some minor scuffs on the bumper caps, and the driver's seat shows an expected amount of crazing in the leather. That could stand a cleaning, but the car otherwise seems ready to rock. It's also fitted with power for the windows, mirrors, locks, and top, so even lazy people would be happy to own it.

Craigslist

Ford's Mustang is the most successful pony car of all time. Heck, it defined the category, meaning all of its competitors start off as also-rans out of the gate. Originally, the Mustang's success was based on its ability to be many things to many people. These days, most people want SUVs and crossovers, so Ford has constrained the Mustang to its performance basics, serving a more limited, but perhaps dedicated, audience. While older, this GT is an example of those basics, and we'll now need to decide if its $7,500 asking price is a basic deal.

What's your take on this well-kept pony and that $7,500 price tag? Does that feel like a deal to get a jump on summer fun? Or are there too many better cars to be had at that price, including more modern Mustangs, meaning this one should be more manageable?

You decide!

San Francisco Bay Area, California, Craigslist, or go here if the ad disappears.

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Then there is the other list.

The Austin Allegro has recently received its official classic car status, which is either a triumph of automotive nostalgia or proof that the passage of time launders almost anything. The Allegro was a deeply compromised machine: unreliable, structurally questionable, equipped with a quartic steering wheel that baffled everyone who used it, and structurally so poor that the rear window could pop out when the car was jacked up. British Leyland blamed the unions. The unions blamed management. The car suffered either way.

But the Allegro is far from alone. The classic car world contains a surprising number of cars whose status owes more to survival than to merit. Here are the ones that history has been considerably kinder to than they deserve.

Three wheels is a design philosophy that works on some vehicles. A 1970s fibreglass shell with a single wheel at the front and a 848cc engine pushing it through corners is not one of them. The Robin's tendency to topple onto its side under enthusiastic cornering was not an urban myth — it was a documented physics problem that Reliant simply accepted as part of the package. The fact that driving one required a motorcycle licence rather than a full car licence tells you everything about how the regulatory framework categorised it. It achieved cult status through being ridiculous rather than through being good, and the two things are not the same.

On paper the Stag had everything: William Towns styling that looked genuinely expensive, a V8 engine, a proper convertible body with a distinctive T-bar roll hoop. On the road it had a cooling system that destroyed itself and an engine that overheated so reliably that Triumph dealers kept the parts on permanent standing order. The V8 was developed in isolation from Triumph's other engines, used alloy heads on an iron block, and warped if you looked at it wrong. The irony is that the Stag with a Rover V8 swap is a genuinely desirable car. The one Triumph actually built is a different proposition entirely.

The Marina was commissioned as a simple, cheap, fast-to-build family car at a time when British Leyland desperately needed one. It delivered on two of those three requirements. The engineering was drawn almost entirely from the Morris Minor parts bin, meaning a car sold as modern in 1971 was running suspension geometry from 1948. The live rear axle, cart springs, and rack-and-pinion steering pulled from an older car combined to produce handling that contemporary road testers described with barely concealed horror. CAR magazine gave it the award for the worst car in Britain multiple times across the decade. It sold in very large numbers anyway, which says something uncomfortable about what buyers had to choose from at the time.

The stainless steel body is genuinely striking. The gullwing doors are genuinely dramatic. The rest of the car is genuinely mediocre. The PRV V6 engine, shared with Renault and Volvo, produced 130bhp in American specification, which was insufficient to move a car that weighed over 1,200 kilograms with any conviction. Zero to sixty took around ten seconds. The build quality at the Belfast factory was poor enough that early cars required significant dealer preparation before handover. John DeLorean's operation collapsed in 1982 amid a cocaine trafficking sting and financial scandal. The time machine mythology created by Back to the Future in 1985 did more for the DMC-12's reputation than the car ever did for itself.

General Motors' design language had seen better decades by 2001, but the Aztek represented a specific low point. The corporate committee that approved it produced a vehicle that managed to be both visually incoherent and practically compromised at the same time. The plastic cladding, the awkward greenhouse, the mismatched body panels — all of it the product of a design process that nobody with authority ever stopped. It sold poorly enough that GM cancelled it after five years. Its subsequent rehabilitation as Walter White's car of choice in Breaking Bad is entirely a pop culture achievement. The vehicle itself was awarded worst car of the decade by multiple publications on criteria that had nothing to do with fiction.

The first generation Multipla is a genuinely useful vehicle that seats six adults across two rows without a middle seat compromise, offers more interior space than its footprint suggests, and was technically innovative in ways that mattered to families who needed to carry people rather than impress them. It is also visually extraordinary in the way that requires careful word selection. The double-decker dashboard, the bulbous glasshouse, the front end that appears to have been designed by two separate teams who never communicated — all of it adds up to something that automotive historians now catalogue as either brave or catastrophically misjudged depending on who you ask. The second generation, redesigned to look normal, sold half as well. Make of that what you will.

The Arna represented a collaboration between Alfa Romeo and Nissan that managed to take the worst qualities of each partner and combine them without retaining either's strengths. Nissan contributed the Cherry's body and running gear: practical, reliable, entirely devoid of character. Alfa contributed the Alfasud's drivetrain: characterful, rewarding to drive, and with a reputation for rusting that made British Leyland products look positively durable. The result was a car that rusted like an Alfa and drove like a Nissan. Critics at the time described it as achieving a uniquely comprehensive failure. It was discontinued after four years and is now so rare that finding a survivor requires genuine effort, which may be the market providing a verdict.

Classic status is awarded by survival, not by quality. Every car on this list made it to a point where enough time had passed that the frustration had faded and the nostalgia could take over. The Allegro's quartic steering wheel is charming now. In 1975, when it failed to self-centre properly coming out of a roundabout, it was not charming at all.

The bedroom poster cars earned their mythology. These ones had it conferred on them by the calendar. There is a difference, and the difference is worth remembering the next time someone pays £15,000 for a Marina at auction and calls it an appreciating asset.

People of all ages seem to hate the 'All-aggro'. Some have even put the downfall of the British motor industry on those Harris Mann-designed shoulders, so glaring were its reliability issues and so uncompetitive was its performance in most core respects.

It was downright dangerous in some regards too: a lack of structural integrity led in extreme cases to the rear window popping out when the car was jacked up and there were several cases of wheels falling off in motion.

British Leyland management blamed strikes and the government's three-day week. Workers meanwhile, blamed poor designs, optimised for money saving and efficiency rather than quality.

There's probably a bit of truth to both sides of the story, but there's no denying the issues.

Indeed, the only time the Allegro seems to enter modern automotive discourse is when it turns up near the top of a web article about 'the worst British cars ever made' or similar.

But I can only assume that anyone awarding the Allegro this most dubious of accolades has never driven one or at least has only skimmed the contemporary media coverage.

When the car was launched back in the spring of 1973, reviews were actually positive. Autocar's own read: "Compared with the much older Austin 1300, it is a big step forward in all respects. Apart from its advanced engineering, the Allegro comes with a very complete list of standard equipment and in 1300 Super form offers very good value for money."

And it still holds up today. I once drove an Allegro 3 more than 600 miles, from Peterborough to Seneffe, Belgium, where some examples were made, and back. It was white with a sorrel (brown) interior, making it possibly the most 1970s thing I've ever seen.

It broke down only once, which honestly is fine for a car of that age. And my overriding impression was that it was actually a pretty good car: comfortable suspension, a big enough boot for a weekend away, easy to park and, like with most old cars, a fantastic view of the road. It even sat at 60mph pretty easily.

History paints this unloved Austin as an automotive antihero, but I can only report that we had quite a lovely time together, and I came away feeling like the car had come to be rather unfairly lambasted.

I would have had a worse journey in a similar-vintage Volkswagen Beetle, I bet, and people aren't quite so mean about that. All hail the Allegro, then.

It was a car that had to be built down to a price during a time of great national unrest but, instead of playing it safe, British Leyland doubled down and made something really weird, with Hydragas suspension, edgy, futuristic styling and a 'quartic' steering wheel that didn't really work but somehow manufacturers have started copying some five decades later anyway.

Actually, thinking about it, now we've had Renault 4 and 5, Ford Capri and Fiat Grande Panda, surely the stage is set for an electric-powered Allegro reboot? Anyone? No? Just me, then

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The ad for today's Nice Price or No Dice Barracuda claims the car to be "one in a million." Let's see if this Classic Plymouth comes with a price that might make it the catch of the day.

The Isle of Capri, which sits in the Tyrrhenian Sea just south of the Sorrento Peninsula, is composed of a single, monolithic block of limestone. Its imposing coastal cliffs and secretive grottoes offer alluring vistas, while the two main cities, Capri and Anacapri, perch high above the shore, originally to deter pirate attacks. The latter of these two is accessible by an impressive flight of 800 steps called the Scala Fenicia (Phoenician Stairs), which ascends from the beach. 

The island has served as a vacation spot for the well-to-do since the time of the Greek Empire, and lent its name to the 1992 Mercury Capri XR2 we looked at yesterday. That little red boat (Barchetta) looked to be in great condition, and, being based on a Mazda subcompact platform, should perform reasonably well. Unfortunately, the Capri (car, not island) exists in a world where Mazda's own Miata outshines it in almost every way. That caused our little Mercury to fall under a critical gaze, as did its $10,997 asking price. In the end, that went down in a 71% 'No Dice' loss.

Facebook Marketplace

Just as yesterday's Mercury was a sporty model derived from a standard economy car platform, so too is the origin story of today's 1965 Plymouth Barracuda. In the early 1960s, it was no secret that Ford was hatching a plot to build something sporty on its dull-as-dishwater Falcon compact platform. The company had even released two show cars: one a mid-engine two-seater, and the other a thinly veiled look at what would eventually become the production car bearing the Mustang name. 

Plymouth wanted a cut of that sweet pony car cash, but lacking the financial oomph to reskin a model entirely, the company had to settle for grafting a fastback roofline onto the compact Valiant two-door and calling it a day. While badged as a totally separate model carrying the Barracuda nameplate, the car still had a Valiant V prominently displayed in the center of the silver bar above its trunk lid.

Ahead of that, however, is the first-generation Barracuda's party piece, a massive wrap-around rear window extending to a raised center section of the trunk lid. It's impressive for its era, and reminiscent of the rear hatch on Porsche's 924 of a decade later.

Facebook Marketplace

Plymouth's Barracuda would see two more generations, each featuring more distinctive and unique styling than this first go-around. Those models more closely hewed to the pony-car standard set by Ford's Mustang, making this first-generation model a unique proposition rather than a misstep.

While intended to stir the loins due to its sporting implications, this car's creamsicle paint and gold vinyl interior are fairly sedate in their presentation. That being said, the car looks to be in phenomenal condition. It's also reasonably well-equipped for its era, featuring rebuilt under-dash air conditioning and even seat belts. 

Modern add-ons include cup holders between the front bucket seats and a stereo fitted under the A/C unit, feeding two garish speakers cut into the rear deck wall. That looks to be the only nod to modernity, as everything else in the cabin, and on the exterior, carries its original '60s vibe.

Facebook Marketplace

A 273 CID V8 was available as an option in this model year, but this car carries the standard equipment 225 CID (3.7 liter) Slant Six engine. That makes 145 (gross) horsepower, plenty for a car of the Barracuda's size. Peeking into the engine bay to get a look at the Slant Six reveals a spotless presentation, right down to the original (although likely reproduction) decals and stickers.

A Torqueflite three-speed automatic backs up the six, and is actuated via a console-mounted lever. This was the first model year Chrysler didn't offer push-button transmission controls, and while the floor lever is sporty, the dash-mounted buttons from the previous year are quirky and fun.

According to the ad, this is a solid car with no rust and an older respray in its factory color. New tires have been fitted to a set of 14-inch steel wheels capped with period-correct, albeit unoriginal steel covers. The car's original 13-inch wheels (also with new tires) will come with the car. Per the seller, there are 106,000 miles on the clock, and while it's not stated, it's unlikely there's anything sketchy with the title.

Facebook Marketplace

When it comes to classic cars, Plymouth is kind of a red-headed stepchild. The company has a number of notable models in its history, but they are often overshadowed by other contemporary competitors. Those considering this Barracuda, for example, might more naturally gravitate to a Mustang of the era.

With that in mind, we now need to discuss this Barracuda's $16,500 asking price. The seller claims to be a collector who is "thinning their herd," and you now need to decide if that asking price is too rich for our blood. What do you say? Does $16,500 feel fair given the car's condition and presentation? Or does that make this Barracuda the fish that got away?

You decide!

Facebook Marketplace out of St. Joseph, Missouri, or go here if the ad disappears.

H/T to Glemon for the hookup!

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Sold at a GAA Classic Cars event and spotted first by the folks at Truck Rodeo, this truck features a unique spec. It has air conditioning, power windows, cruise control, four-wheel drive, and a three-speed automatic rather than a manual transmission. Still, it wasn’t built as a sparse work truck. There’s a 454-cubic-inch V8 under the hood, and rather than a carburetor feeding it, you’ll find a factory throttle body setup; GM made that switch in ’87.

It’s painted in Doeskin Tan with a Saddle shade interior, so it’s just right. Even the seatbelts are done up in brown. The original, still-in-place window sticker reveals a few more options, like a comfort tilt steering wheel, an AM/FM stereo with a cassette deck, and intermittent windshield wipers.

Dual fuel tanks ensure that you can drive past a gas station or two with that big-block, though you can bet it’s a screamer with that 4.56 rear end. Surprisingly, there’s no gooseneck hitch in the scratchless bed. But you know what it does have? Some awesome windshield paint advertising it as a “Super Dooley” closeout special. I’d keep that on there forever.

The listing says it was sold new at Greenwood Chevrolet in Fort Meade, Florida. The truck still bears the dealer’s name on its front plate as well as its tailgate. I don’t love it when dealers do that to trucks now, effectively turning them into rolling billboards, but I have a soft spot for retro signage—and after all, there are no “Chev-Olds” stores around anymore.

Whether or not someone got a deal at $100,000 is tough to say. I mean, you can spend that kind of money on a new Duramax if you want to. I personally wouldn’t drop that kind of cash on any pickup, but I also don’t have that much money, period. It’s probably not my place to judge, then.

Got a tip or question for the author? Contact them directly: caleb@thedrive.com

From running point on new car launch coverage to editing long-form features and reviews, Caleb does some of everything at The Drive. And he really, really loves trucks.

Amazingly, today's Nice Price or No Dice Fulvia Safari is claimed to be mostly original and rust-free, despite its many travels and Italian origin. Now, it's offered out of the owner's estate, and we need to weigh in on what this rare bird might really be worth.

In a recent video, Alex from the YouTube channel Legit Street Cars faced two challenges with the broken Ford Fiesta ST he bought on a whim from an online auction. The biggest issue was why the car thought it was overheating—and hence was being sold with a warning of a bad motor. The other was whether it had some sort of tune. Over the course of the video, Alex deduced both issues, solving the first, and determining the second via a few pulls on a backroad while reading how much boost the turbo was building.

There was no such mystery surrounding the 2001 Lexus IS 300 we looked at yesterday. It could be told that the car had been tuned, dropped, and 2JZ'd just by catching a glimpse from across the parking lot. That didn't bode well for its sale, as few people are keen to buy other people's handiwork. A $29,700 asking price didn't help matters, as evidenced in the comments and the vote. The latter ultimately sank the Lexus in an overwhelming 98% 'No Dice' loss.

Craigslist

You could be forgiven if you've never seen a car like this 1975 Lancia Fulvia Safari before. Slack could even be cut if you're just now learning that the marque still exists to this very day. Once one of Italy's great automakers and a podium mainstay on the rally racing circuit, Lancia today is relegated to one lowly model, and that, embarrassingly, is nothing more than a reskin of the Peugeot e-208. Who is to blame for such a baleful downfall? That would be Fiat, Lancia's parent company since 1969. Since that purchase, the monopolistic car company has never really understood what to do with Lancia or its cars.

This Fulvia coupe was designed before the Fiat takeover, and shows off some of what made Lancia unique. Power comes from a 1.3-liter narrow-angle V4 engine fitted with a common DOHC cylinder head, a design that presaged Volkswagen's VR series by decades. Fed by a duo of Solex side-draught carburetors, the mill was good from the factory for around 100 horsepower. Positioned longitudinally and canted over by 45°, the little four is pushed forward in the engine bay, with its radiator tucked in on the left. Power is fed to the front wheels via a four-speed manual transmission, sitting right behind the engine.

Craigslist

This particular car is a Safari edition, one of a claimed 900 built to celebrate Lancia's win in the Kenyan Safari Rally. Changes over the standard Fulvia 3 coupe include the deletion of the bumpers, special upholstery for the seats with denim inserts, and model-specific badging on the hood and trunk lid. An engraved plaque on the dash denotes this as number 872 out of those 900 Safaris built.

This car has lost its denim seat upholstery and its original wheels, but otherwise looks reasonably original and intact. It is claimed to have begun life in Italy and was bought in Europe by a rally navigator for use as a road car. It came along with the owner when they moved to America and is now being sold from that owner's estate. It has a modest 43,000 miles on the clock and comes with a clean, Montana title. As a 1975 model, it is also old enough to limbo under the age regs for emissions controls in states like California, so no worries on having to maintain a Montana P.O. Box to keep that registration.

Craigslist

While this Fulvia is claimed to be all original, the ad does note that the rockers show evidence of an older repair. Also, there are those non-authentic Cromodora wheels from a Beta, but at least they keep it in the family. The only other major misstep is the seats. They have been reupholstered in black vinyl or leather, losing one of the Safari's key components.

A walk around of the exterior shows the car to be clean and without major issues. The seller claims it to be rust-free, and the pictures both above and below the beltline back that up. The only really notable flaw on the outside is the fading of the tail lamp lenses. Those lend the car a patina of age, but might look better with new plastic. 

Underneath, everything looks solid. There is a misting of oil under the gearbox (rear main seal? oil pan gasket?), but that seems minor. As noted, this is a FWD car with the rear end being comprised of a beam axle on cart springs. That's a fairly crude setup, but with a lateral link and fat anti-roll bar, Lancia made it work. These are quick cars on the twisties, and it's a lot of fun to wind out that little V4.

Craigslist

The Fulvia line wasn't Lancia's last to be free of Fiat's influence, but it's one of the company's greatest achievements. Too few are here in the States, making this one a rare opportunity. This one's also just rough enough to be a practical classic that can be taken out on weekends and not consigned to a corner of the garage, sequestered behind velvet ropes or hidden under a cover.

The question for us is whether it is worth the $27,500 the estate is asking for its sale. What's your take on this once fabulous Fulvia and that asking price? Does $27,500 seem like a fair deal to go on a Safari? Or is that too much for a once but not a future king?

You decide!

Los Angeles, California, Craigslist, or go here if the ad disappears.

H/T to Don R. for the hookup!

Help me out with Nice Price or No Dice. Contact me at robemslie@gmail.com and send a fixed-price tip. Remember to include your commenter handle.

• The engine is an M120 V12 taken from a Mercedes-Benz SL600.
• The owners have raced the car in a hill-climb competition.
• A future upgrade will swap the running gear onto a cleaner 240Z chassis.

There's something special about an engine-swapped 240Z. The lines of those old Datsuns still look cool to this day, and there's plenty of room in the engine bay for creative choices. Plus, you can find relatively inexpensive donors to kick off your project. 

One car in particular remains an early stand-out to me personally. I remember the early days of "Car YouTube," where a wicked Datsun 240Z appeared in a handful of videos. Dubbed Darius240Z, the uploader showed off what an engine-swapped Z was capable of in terms of raw power and speed.

The noise that car made in its flyby video ingrained itself in my brain. To this day, an engine-swapped 240Z triggers something deep in my soul. The latest bit of engineering excellence to uncork that feeling is this awesome V12-swapped Datsun 240Z.

Owners Jordan Easter and Michael Tung have spent years honing the car to get it where it is today. Initially, it was built to compete in the Empire Hill Climb event. The V12 wasn't slated for the car, as the mill was going to be a part of an FX RX-7 project car. Unfortunately, there just wasn't enough space for the Mazda and M120 engine to play nice together.

Plans changed, and the pair figured the Z car had more than enough space to accommodate the Mercedes-Benz motor. Still, you can't simply bolt a V12 into a 240Z and then start driving. According to Michael and Jordan, the Datsun uses an S600 bellhousing with an adapter plate, which is bolted up to a T56 six-speed gearbox.

The electronics run off a Megasquirt MS3 Pro ECU. Meanwhile, the rest of the chassis has been upgraded to comply with the tech rules of the hill climb event. This car has upgraded suspension, brakes, and safety components. It also, quite clearly, has one hell of an exhaust system on it.

"Overall, the Z and Datsun purists love it or are at least intrigued," says Jordan. "I think there are already so many swaps in the community with such an affordable chassis with so much engine space."

While the car is in a good spot, as far as project cars go, the long-term goal is to find a cleaner 240Z chassis and swap over the running gear. After that, Jordan and Michael want to drive the car, put on the miles, and enjoy their creation.

Motor1's Take: Datsun 240Z engine swaps range from simple stuff to wild choices, and this one lands towards the more thrilling end of the spectrum. It's impressive to see just how well the engine fits in the long nose of the 240Z. Yet, it's even more impressive to hear the noises that Michael and Jordan have gotten out of this car. We look forward to seeing what the future holds for this truly awesome build.

Based on the already-legendary R33 Skyline GT-R, just 44 of these cars were built. And they were built with unique parts that were never sold individually, making a 400R essentially impossible to replicate. Parts like the over fenders, front bumper, double-wing rear spoiler, and LM carbon-fiber hood can only be found on a genuine 400R, Brian Jannusch of Toprank Importers explained in a 2021 Hagerty post.

Also unique to the 400R is the RB-X GT2 engine. Derived from the RB26 used in other versions of the R33, the twin-turbocharged inline-six was enlarged from 2.6 liters to 2.8 liters and fitted with larger turbos, bumping output from 280 metric horsepower to 400, hence the name. Engine development was done by Reinik, the same company that worked on the Calsonic R32 GT-Rs that dominated Group A racing in Japan and Australia before the R33’s arrival.

The cars themselves were hand-assembled at Nissan’s Omori factory with Nismo parts, including LM-GT-1 three-piece wheels, a twin-plate clutch, a new exhaust system, and suspension that incorporated Nismo springs and Bilstein shocks, lowering the 400R by about two inches.

A production run of 100 was planned, but only 44 were officially completed, with 41 listed on GTR Registry. According to the auction ad, the car shown here is the eighth built and currently has 10,136 miles on its odometer. It was purchased by the seller in November 2022 and imported to Canada in July 2023, then imported to the United States the following year.

This is probably one of the few 400Rs outside Japan, which might be enough for someone to justify spending seven figures on it. That means most people will still only get to drive a 400R in Gran Turismo, but hopefully the new owner won’t be shy about showing off their purchase.

In fact, in terms of production models, what we had in the middle of 2023 is rather more than we have now, because all Jaguar production is suspended until its new car arrives.

Yet do I feel a lot warmer about Jaguars or that they're cooler, as you prefer than I did three years ago? I think so. I notice, in particular, every latest-generation XJ that I see a car that went out of production in 2019.

It was handsome when it was launched but only seems to have become more so. There's more. I've always liked old XJCs, but today one would find a place in my 10-car fantasy garage.

XJSs have been having their own little style renaissance for a while, and I don't see that stopping either.

Early XK8s are most of the way through that difficult 'meh' phase that so many cars go through before they creep out of the other side as classics.

I could even fancy an S-Type R, beigely retro as the S-Type's design was perceived at the time. Yes, I think that a Jaguar is cooler than it has been for years.

If you accept that this is the case (you may not), I wonder why it is.

Can it only be that it's because the brand has taken temporary leave of us and that clichés like 'absence makes the heart grow fonder' and you don't know what you've got till it's gone' do in fact come from somewhere? Is there, then, some Saab-lite to it all?

There were some quirky and unusual features on Saabs that made them endearingly desirable, and they linger in the memory, so we forget that towards the end of their production life the cars weren't terribly good.

They had those neat spinning cupholders and the button that made all the dials except the speedo go dark at night and you could lock the gearlever in reverse when you parked it. Charming. As a result, I'd like Saab back.

So it could just be nostalgia. Remembering the good times one had with an ex and not the arguments. Remind me why we broke up again? Because it wasn't all good.

For every F-Type there was an E-Pace. For all the XJs there was also the X-Type. But nostalgia doesn't work like that.

There's no obligation to think about the humdrum or the difficulties of today; one is free to remember only the good times.

There has been, of course, a new Jaguar of sorts in the past three years: the Type 00, with its divisive reveal campaign.

About which the managing director has admitted they "didn't take enough time to explain why Jaguar had to change" and whose underlying advertising themes have since been amended to include footage of the XJS and E-Type.

Has that changed how desirable older Jaguars are perceived as being? It's possible, and it's possible to form an argument either way as to whether it reflects well or poorly on the new concept.

It's either so good that it reminds us that Jaguar has form at redefining itself or it's so bad that it reminds us how cool the cars used to be. But I think I've read enough LinkedIn hot takes on the Type 00 for one lifetime, so I'll leave it there.

Whatever the reason is, I'm looking rather more fondly on old Jaguars which I've always liked to some extent, I should add that I have done for years.

The idea of smoking around in a big old Jag barge seems more alluring than ever, the naff bits forgotten, the cool elements of it rather more front of mind.

I realise that this column is brought to you by a middle-aged man wearing a hoodie that his mum bought him for Christmas, which may reduce its credibility on what is a cool car or not. But still, I think it's true.

Jaguars are on the up. I wonder if it will stay that way.

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In this day and age, it seems like a folly to buy any internal combustion engine-powered car or truck without forced induction. I mean, it's just leaving horsepower on the table. Obviously, alternative opinions exist, as the best-selling vehicle in the U.S. last year that wasn't a pickup—the Toyota RAV4—doesn't offer a turbo or supercharger, even as an option. People, it seems, are content with that.

BMW was an early advocate of the turbo train, adding a spicy snail to its straight-six-powered 7 Series in the '80s to compete with rival Mercedes' V8s. It dove in with both feet in the early Aughts, adding twin turbos and later double-scroll units to pretty much everything it could. The 2013 BMW 335i M Sport that came our way yesterday was a fine example of the breed, offering low miles, a compelling color combination, and an attractive option list to the turbo tableau. Unfortunately for the dealership seeking to sell the car, too few of you felt that all added up to the Bimmer's $22,995 asking price. Ultimately, it fell in a 57% "No Dice" loss.

Craigslist

At first, yesterday's BMW appeared to offer an easy way to decode its class and engine size based on the 335i naming convention. That wasn't actually the case, however, as BMW long ago monkeyed with its numbering system. Our 335 should, as the name implies, rightfully be a 3 Series with a 3.5-liter engine. Yeah, that's not the case. Confusingly, the 335 has a 3.0-liter engine but uses the 335 nameplate, as it has traditionally been the range-topper for the series.

No such confusion arises with today's 1980 Ferrari 308 GTS. That name, like many Ferraris that have come before and a few since, has a direct correlation to the engine wrapped in its knuckle-bitingly beautiful Pininfarina bodywork. That means it has a 3.0-liter 8-cylinder engine and is a Gran Turismo Spider, denoting its Targa top. That assurance of truthfulness aside, we should start out by noting that this 308's engine isn't the one that came with the car back in 1980.

Craigslist

A quick peek under the louvers behind the wrap-around rear window shows that this 308 has been fitted with a Quattrovalvole edition of the iconic flat-plane Ferrari V8 out of a 1984 car. On the plus side, that means more power (240 horses) and a more reliable and livable engine owing to its fuel injection. On the downside, this is not a numbers-matching car, which means the snobbiest of Ferrari fanatics might turn up their noses at it. Oh, who are we kidding? Those residents of the snobby lobby aren't going to accept any Ferrari that doesn't have a twelve-cylinder heartbeat.

For the rest of us, the four-valve engine is likely a plus, and, per the ad, offers the added attraction of some work done within the last three years. That includes the timing belt and water pump replacement, seals, gaskets, and fluids, a new clutch, and what is described as "multiple oil changes with 20W-50."

This is also, after all, a Ferrari offered for sale on Craigslist, not the 'Robb Report', with one of the pictures in the ad juxtaposing the car with a porta-potty as a level set. Obviously, this is a Ferrari for those uninterested in simply putting on airs.

Craigslist

Nominally, this is a clean-title car, but it is a bit grungy for a Ferrari. The selling deal describes it thusly:

Cosmetically, the car is best described as presentable from a distance but imperfect up close. The paint shows age and prior work that does not meet modern show standards, and buyers should view this as a driver-quality finish rather than a refinished example. The interior remains largely original in feel and character, though there are areas — including some exposed wiring — that would benefit from attention or refurbishment depending on the next owner's goals.

Additional issues to address include a slow-leaking tire and the need to rebuild the rear brake calipers.

This isn't by any means a fright pig, but when breathing the rarified air that surrounds any of Maranello's magnificent machines, there is an expectation that the cars have been kept up to concours status, not as a daily driver. With just 34,000 miles on the ticker, this 308 hasn't done much daily driving, but it's seen enough adventure that it's a bit rough around the edges and is on its second motor.

Craigslist

All that makes this, at $58,500, one of the very cheapest 308 GTS models on the market. Sure, it's not going to win any beauty contests in its present state, but the engine upgrade and maintenance work described in the ad mean it might make for a fun time. Plus, who doesn't want to dress to impress by parking a Ferrari in their driveway?

What's your take on this somewhat battle-scarred GTS and that $58,500 asking price? Does that seem fair given the car's condition? Or is this a Prancing Horse that should be put out to pasture?

You decide!

Los Angeles, California, Craigslist, or go here if the ad disappears.

Help me out with Nice Price or No Dice. Contact me at robemslie@gmail.com and send a fixed-price tip. Remember to include your commenter handle.

From touchscreen consoles to hidden door handles, most new cars today are packed with high–tech features.

But it's time to wind the clock back, as Cazoo has revealed the classic car features of yesteryear that are leaving Gen Z baffled. 

The online car retailer surveyed 2,000 youngsters about retro features that were once common in vehicles. 

Amazingly, the results revealed that the majority of Gen Z are unable to identify car features that were prolific just a generation ago.

The choke – a device used in older carbureted engines to help start the engine when it's cold – was the most baffling feature, recognised by just eight per cent of respondents.

Meanwhile, only 41 per cent were able to identify a cigarette lighter. 

'Car design has evolved massively in the last 20 years, and it's interesting to see how quickly knowledge of obsolete car features has faded,' said Charlie Harvey, Motoring Expert at Cazoo. 

'Some features such as the choke are better left in the past, given how much better refined modern engines with fuel injection are, but there are other features that are sorely missed, such as physical tactile buttons and eye–catching pop–up headlights.'

The choke – a device used in older carbureted engines to help start the engine when it's cold – was the most baffling feature, recognised by just eight per cent of respondents

Cazoo has revealed the classic car features of yesteryear that are leaving Gen Z baffled. Only 41 per cent were able to identify a cigarette lighter

From hybrids to family SUVs, dozens of new car models are released each year, packed with new features.

In their new study, Cazoo's team set out to understand just how quickly car features are relegated to the history books.  

While the choke topped the list as the most baffling car feature, this was followed by the T–bar, which 90 per cent were unable to identify.

Also known as a T–top, a T–bar was a car with a roof featuring two removable panels on either side of a rigid, central T–shaped bar.

Next on the list is the manual aerial, which only 28 per cent recognised, the car ashtray (recognised by 35 per cent), and the cigarette lighter (recognised by 41 per cent). 

For decades, cigarette lighters were standard in most vehicles. 

However, as smoking rates declined and health awareness increased in the late–1990s, automakers began removing them. 

By the 2010s, most new cars did not include cigarette lighters at all, just 12V outlets or USB ports.

Other retro features forgotten by Gen Z are pop–up headlights (pictured), cassette players, window winders, and key ignitions

In their new study, Cazoo's team set out to understand just how quickly car features like window winders (pictured) are relegated to the history books

Other retro features forgotten by Gen Z are pop–up headlights, cassette players, window winders, and key ignitions. 

Amazingly, the survey also found that 27 per cent of Gen Z no longer recognise a handbrake. 

A recent analysis by This is Money found that more than nine in 10 new motors are now equipped with electronic parking brakes, rather than conventional pull–lever handbrakes. 

But not only are electronic brakes easy to forget to engage, they can be very costly to repair – more than three times pricier than fixing a manual handbrake.

However, the survey also found that some Gen Z are yearning for retro features to make a comeback. 

A third said they prefer physical buttons over trendy touchscreens, while almost a quarter (24 per cent) said they'd like to see cassette and CD players in modern cars. 

The survey comes shortly after car safety experts called for cars to go 'back to basics', amid fears modern features can prove deadly. 

Among these are the trendy pop–out handles, which were banned by authorities in China this month amid fears they can trap passengers inside the car after a crash.

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Touchscreen 'infotainment' dashboards have also come into the firing line, as growing evidence shows they are a dangerous distraction.

Unlike a physical switch or knob, a screen creates a distraction by forcing drivers to take their eyes off the road.

Professor Milad Haghani, a car safety expert at the University of Melbourne, told the Daily Mail: 'They require visual attention and demand glance durations often longer than safe thresholds.

'That long glance duration can be deadly.'

A new division of Niels van Roij Design, Autoforma has collaborated with fellow Netherlands-based firm Volvo Lotte to create the dramatic Norrsken restomod.

Named after the Swedish word for the Aurora Borealis, the Norrsken is said to deliver ‘clarity, calm intensity and beauty born from restraint’.

Each car will be built to the buyer’s individual specification, with three distinctive design directions on offer. 

In addition, Autoforma and Volvo Lotte will deliver a comprehensive performance makeover, intended to retain an analogue driving experience while improving reliability and ease of use.

Dutch designer Niels van Roij is undoubtedly a fan of shooting brakes. Last year, he revealed ‘Henry II’, a coachbuilt Rolls-Royce Corniche. A Tesla Model S shooting brake is also in the firm’s back catalogue.

Autoforma has subtly enhanced the Volvo’s styling, with redesigned bumpers, a new front grille and the option of a carbon fibre front splitter with integrated LED fog lights.

More carbon fibre can be used for the wheelarch extensions. A neat rear spoiler above the glass tailgate is optional, too. 

Buyers have a choice of exterior brightwork finished in chrome, silver or anthracite, along with two forged alloy wheel designs. A roof rack can provide some traditional Scandinavian practicality.

As part of the design process, buyers can select one of three design themes. Heritage Heaven focuses on period-correct colours and materials, subtly updating the original P1800ES. Mechanical changes are aimed at boosting reliability, rather than outright performance. 

Modern Marvel spec introduces discreet changes such as modern LED lighting, new suspension components, extra horsepower and a more progressive colour palette. 

The most dramatic option is Forward Fashionista spec, which offers bold colours, new materials and a comprehensive mechanical overhaul. This includes fitting Volvo’s legendary turbocharged five-cylinder T-5 engine, along with upgraded brakes, a quicker steering rack and a twin-exit exhaust system.

Following the announcement of the new restomod, Niels van Roij commented: “Norrsken reflects the essence of Scandinavian and Dutch design: restraint, honesty in materials and beauty through purpose. Every decision serves both heritage and everyday usability.”

Production of the Norrsken will be capped at five cars each year, due to the near-endless customisation options available. 

Regardless of whether a customer chooses Heritage Heaven, Modern Marvel or Forward Fashionista, each car will be tailored to their unique specification. 

In its most radical Forward Fashionista guise, prices for the Norrsken will start from €300,000 excluding taxes (approximately £261,000).

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• Autoforma has designed a stunning Volvo P1800ES shooting brake restomod.   
• It’s available in three trims, with the bold Forward Fashionista debuting first.   
• It has a turbocharged Volvo T5 engine, a revised suspension, and bold color options. 

Autoforma, a Dutch restomod design company, has introduced a stunning take on the P1800ES shooting brake from the early 1970s. The company is offering the car in three trims, starting with the Forward Fashionista—the most extreme variant.  

Under the hood is a Volvo’s turbocharged T5 five-cylinder engine, which pairs with a "revised transmission." Autoforma also upgrades the brakes with improved cooling while giving the car a quicker steering ratio.  

The trim also includes reworked chassis geometry and a wider stance. The bumpers are available with anthracite, silver, and chrome brightwork, with the grille and front-end receiving reworked detailing. There are also carbon-fiber wheel arch extensions, a front chin spoiler, and an integrated roof spoiler.  

LED lights are standard front and rear on the Volvo, with two forged wheel options, an optional roof rack, and a range of custom paint finishes. The Forward Fashionista trim has the widest and boldest color palette of the three trims.  

Inside, there is a reupholstered dashboard, redesigned seats and door panels, and a new center console that starts at the dashboard and splits the rear seats. Autoforma even offers optional bespoke-fitted luggage to match whatever interior you decide to have.  

The other two P1800 trims are called Heritage Heaven and Modern Marvel. The Heritage "honors the original design language," according to the company, and is available with period-correct colors and materials with mechanical upgrades focused on reliability.  

The Modern Marvel trim expands the scope of modernization, offering modern lighting options, upgraded suspension, and a wider range of colors and materials. Autoforma plans to build five cars per year priced at around €300,000 ($356,000 at today’s exchange rate), according to Hagerty.  

Motor1’s Take: Autoforma has created a stunning Volvo P1800 SE shooting brake restomod that perfectly blends the car's unique styling with a modern design. The photos show off a gorgeous-looking car in a body style we don’t often see, so we had to share it. 

In both cases, you make them sing their song by way of a deliciously mechanical manual gearbox.

These truly are two of the most exciting powertrains I've experienced in the past 12 months, and one started life in a Jaguar S-Type, the other in a Mazda 6 from a few generations back.

That probably says a lot about the dearth of interesting engines and three-pedal gearboxes in mainstream new cars, but let's not dwell on that.

Where the mainstream doesn't provide, niche operators step in to fill the void, which means there's no shortage of companies that do fun things with old cars.

In the very billionaire-friendly world of 2026, there is plenty of attention for million-pound Singer Porsches and Eagle E-Types, but you don't need to spend as much as that.

Representing the more democratic end of the professional restomod scene are Rocketeer and Frontline.

For the past few years, Rocketeer has specialised in V6 engine conversions for Mazda MX-5s.

Although the company now does a lot more than just put engines in cars, the swap kits and basic conversions are where it started and the DIY kits are still a big part of the business.

Rocketeer's 'turnkey' demonstrator keeps things sensible with a few supporting upgrades - MeisterR coilover suspension, an interior retrim, underbody strengthening and one or two other things.

A similar build would cost you around £44,000 plus a good donor car, which can be either a first-gen or second-gen MX-5.

Fourth-generation MX-5 heads back to Mazda's roadster's roots, surpassing its predecessor in every area

The whole thing seems meant to be. As founder Bruce Southey explains, he didn't choose the MX-5 for its cute pop-up headlights but because it's already a fantastic platform. It was just missing a compelling engine.

Cue the Ford 3.0-litre V6 from the late 1990s and early 2000s. Porsche allegedly had some involvement in it and Cosworth did the heads for the longitudinal application in Jaguars.

It's also oversquare, has a forged crankshaft and, because the block is aluminium, this V6 weighs no more than the original Mazda four-pot. And yet it went into moochy Jags, smothered with emissions equipment and long gear ratios. When we tested the S-Type in 1999, we found it slightly unwilling.

Originally it put out 240bhp, but Rocketeer sends its engines off to be taken apart, balanced and blueprinted.

Off comes the restrictive intake and exhaust, in favour of freer-flowing (and more exotic-looking) pipework, for 280bhp.

By way of a custom adaptor plate that Rocketeer makes, it is mated to the MX-5's standard five-speed gearbox, so there's no need to source a rare manual S-Type donor car.

Any early 2000s S-Type, XF or XJ will do. Rocketeer is currently building a car destined for Hawaii. The demand from warm places means it has developed its own air-con system.

Southey says the Mazda 'box copes well with more than twice the power and torque because a six is smoother than a four. I suspect Mazda's durability engineers might disagree, but if you're not drag racing it or doing moon miles, it probably is fine.

In the light MX-5, the result is memorable. Of course it's quick, but that's not what we care about here. It sounds incredible as it fizzes towards its 7000rpm redline.

With the carbon airbox and naughty exhaust, there's something of the E46-generation BMW M3 CSL to its metallic howl. It's not quite as ferocious, but the fact that I'm making the comparison at all says a lot.

In fact, the Rocketeer has one over the CSL by having a manual gearbox. The electric throttle response makes gratuitous downshifts an absolute joy.

The shift quality itself is fine, with good weighting and feedback, but a little bit of slop and a slightly too short lever. I'm sure a kit exists to tighten it up, should you want to.

There's something incredibly freeing about a big yet revvy engine in a light car: it suddenly seems as if other cars' tyres were filled with cement.

That was Southey's philosophy: "Four cylinders are great when they're at 12,000rpm in a sports bike. Anywhere else they don't do it for me. So a screaming V6 was the answer.".

Typically I'd agree, but there's something else here to make a very strong case for the fruity four-cylinder. Although Frontline has done an MGB with a V8, its more usual build - and its demonstrator car - has a 2.5-litre four

Ironically, given the present company, it's a Mazda engine. In the UK, it was briefly found in the Mazda 6 but was mostly used in various very dull American-market Fords.

To add life to this rather ordinary engine, Frontline takes it apart and treats it to forged and lightened internals. The engine bay doesn't look quite as impressive as the Rocketeer's, with the exception of the Jenvey throttle bodies.

They look like Weber carburettors but are actually a fuel injection system. They sound like Webers as well. In fact, this MGB is all layered gurgly noises. You can just hear the air being violently ripped apart, before being ingested and combusted.

It's harsh, but in a very exciting way.

Where the gearchange in the Rocketeer is merely good, it is perfection in the Frontline. It uses the six-speed gearbox from the current MX-5 and it's somehow even better here than it is in the Mazda.

The long lever does nothing to dampen the satisfyingly mechanical action, which has no sense of friction whatsoever. It's just a neat click-click as you flick through the gears.

This isn't a like-for-like comparison, because this particular Frontline is a higher-end specification than this particular Rocketeer.

Frontline has been in the restomod game for a while - probably from before the word restomod was a thing. Its subject of choice is the MGB, though it has recently branched out into the MGA as well.

Like with Rocketeer, you can take it as far - or not as you like. You can order some wheels from its web shop to bolt onto your own car, or you can 'commission' a bespoke car, like its demonstrator, which would cost you around £170,000.

Because MGBs are a few decades older than MX-5s, they tend to need a lot more resto before there's any mod.

As such, Frontline likes to start with a brand-new shell from British Motor Heritage for its full builds. That itself costs about as much as an entire Dacia Sandero but it does give you, in effect, a factory-fresh MGB. The whole body is de-seamed as well.

Open the deliciously clicky door and you can immediately see where the money has gone. The Rocketeer demo is just an MX-5 retrimmed in leather, with an updated instrument cluster and a Nardi steering wheel.

It's nicely done, but the switches, air vents and fundamental shapes were made to a budget in the 1990s and there's only so much you can do to take that to the next level. Rocketeer will try, and it has some high-end projects in build.

Even a standard MGB, particularly a fairly early one like this, with its metal dash and chrome trim, is already a more charming place to be than an MX-5. Cars from the 1960s might crack your skull and take your eye out in a crash, but they'll do it in style.

Frontline then adds in its own bucket seats, which are works of art in their own right, and trims everything in the most sumptuous vintage-looking leather. The boot area looks like an antique drinks cabinet.

This is all Bentley-grade stuff, but done in period-correct style. At first glance, the casual observer might not guess that any of it wasn't original. Look very closely and you might spot that there's a neatly integrated Bluetooth sound system and air conditioning, which lift the usability without killing the retro vibe.

All of it is bespoke, so you can have any colour you like, and you don't have to have the seat harnesses or the roll-cage. Having said that, it is possible that the cage does contribute to the way the Frontline drives.

Unexpectedly, given it's 30 years older than the MX-5 and runs on a live rear axle, this MGB feels like the more modern car to drive.

Although the MX-5 doesn't feel excessively floppy for an old convertible, the MGB GT coupe is clearly the much more rigid car, so while the suspension (by British specialist Nitron) is firmer, it rides with more composure and comfort because every bump is dealt with in a one-and-done movement, whereas there's a bit more shake and shimmy in the Rocketeer.

The Frontline also has more grip. This car's Bridgestone Turanza T005s aren't at all an aggressive tyre but they yield a more safe-and-steady balance than the classic Michelin Pilot Sport 3s on the Rocketeer.

I personally prefer the Rocketeer, which can be deliciously steered on the throttle at very reasonable speeds. Your right foot precisely decides with how much yaw angle you come out of a corner. It's a lot like a Toyota GT86, but with a proper engine.

The Frontline fundamentally has quite a similar balance, but you just have to work a bit harder for it, and the retrofitted electric power steering isn't quite as communicative as the Mazda's original hydraulic system.

Mind you, the Frontline is still an enormous amount of fun. Light weight, small dimensions, rear-drive balance and that raucous engine add up to a pretty beguiling package.

In less than perfect conditions, the additional grip and traction will surely be welcome, and I don't doubt that a more playful demeanour is just some anti-roll bar settings and a set of classic-style tyres away.

This isn't the sort of test where there's a winner. With these sorts of largely bespoke cars, they are what the customer wants them to be. And anyway, both of them are utterly delightful.

They are pure joy to just have around, walk up to, potter around in and, yes, go for a thrash. You get the sort of sights, sounds and smells of yesteryear, but with modern performance and quality.

As new driver's cars get choked with emissions and safety gear, or fall prey to the temptations of excessive power and grip, more of these specialist companies will undoubtedly spring up.

Both cars' driving positions are of their time: quite low and with the steering column and pedals very offset. In either case, you quickly get used to it.

Which gets you thinking, what could be next? If someone's dropping a six-cylinder engine in a Porsche 944, give me a call.

A quick guide to Rocketeer

Rocketeer is based in an unassuming industrial unit in the countryside. It was started by Bruce Southey, an industrial designer who's spent time at Ford, Bristol and Overfinch.

During his time at McLaren, he decided to build his own ideal sports car out of an MX-5 and the Ford/Jaguar V6 engine.

It wasn't intended to be a business until YouTuber Alex Kersten made a video about it and generated significant demand. Today, the company is working on a 400bhp version weighing less than 850kg and a V6 conversion for the NC-generation MX-5.

Frontline came into existence after founder Tim Fenna broke several gearboxes while racing and decided to modify a Toyota gearbox for the job instead.

Three decades later, the team operates from an Abingdon base. Frontline is perhaps still best known for the LE50, an uprated MGB GT produced between 2012 and 2021. Having mastered the MGB, it recently added an MGA to the line-up.

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Alliance Airlines, based in Brisbane, Queensland, has chosen to honour the 60th anniversary of the Brabham BT19 Formula 1 car. 

Driven by the legendary Sir Jack Brabham, the BT19 took the Australian to his third and final Formula 1 World Drivers’ Championship in 1966.

It remains the only time a driver has secured the F1 Drivers’ Championship in a car of his own make, and run by his own team.

Alliance Airlines marked the occasion by giving one of its newest Embraer E190-100 aircraft an eye-catching livery of green, gold and white.

The design for the Brabham BT19 was by Ron Tauranac, initially with a view to using a Coventry Climax flat-16 engine.

However, Formula 1 rule changes saw the flat-16 abandoned before the BT19 even turned a wheel. Australian firm Repco then persuaded by Jack Brabham to build a new 3.0-litre V8 specifically for the car. 

Making use of old General Motors components, the Repco V8 was lightweight and offered a plentiful amount of torque. It also proved affordable to maintain.

With Sir Jack behind the wheel, the BT19 took four Grand Prix wins during the 1966 Formula 1 season. This was enough to secure both the drivers’ and manufacturers’ titles for the Australian team. 

Such was the strength of the BT19, it claimed another Manufacturers’ World Championship the following year, with Jack Brabham finishing second in the Drivers’ standings.

Recognising the significance of the BT19 to Australian motorsport, Repco purchased the sole example of the Brabham racer in 2004. It has since been displayed at the Australian National Sports Museum in Melbourne, and will make various public appearances throughout 2026. 

In designing the special livery, Alliance Airlines made use of a bespoke colour palette featuring custom-developed ‘F1 Gold’ and the official Australian green hue.

Commenting on the livery, Stewart Tully, managing director at Alliance Airlines, said: “This aircraft signifies the magnitude of the achievements of Sir Jack Brabham, Ron Tauranac and the Repco-Brabham BT19 in 1966. 

“Alliance Airlines has a proud history of paying tribute to innovation and excellence through its special liveries. This latest design is in keeping with that legacy and pays tribute to an Australian icon whose passion forever changed his field”.

David Brabham, MD of the Brabham Group and son of Sir Jack Brabham, commented: “This is a wonderful and very meaningful tribute to one of the great moments in Australian sport. 

“The Repco-Brabham BT19 that propelled Jack to that historic title is clearly featured on the aircraft, making this tribute even more special. It brings to life this remarkable story in a very visible and powerful way. The Brabham family thanks Alliance for honouring this legacy.”

Alliance Airlines’ special aircraft, registration number VH-A2N, will enter service later this year and fly between various cities throughout Australia.

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• Ferrari isn't the first carmaker to use Luce.
• Mazda did it first back in 1966.
• Luce means 'light' in Italian.

Rehashing old names for new cars is quite common these days. Automakers want to infuse nostalgia into their latest models, hoping that dusting off an old nameplate will lure people of a certain age back into showrooms. However, there are often very few common traits between the original and its modern-day spiritual successor. Examples that spring to mind include the Ford Capri and Mitsubishi Eclipse.

For its inaugural electric vehicle, Ferrari has chosen a nameplate that was previously used, but not by the Maranello squad. Instead, Luce first appeared on a vehicle launched some 60 years ago. On August 20, 1966, Mazda rolled out the Luce as its flagship model. The rear-wheel-drive sedan was based on a design penned by none other than Giorgetto Giugiaro of the iconic Bertone design house.

In October 1969, a drop-dead gorgeous Luce Rotary Coupe followed, of which fewer than 1,000 units were ever made. Those cars featured a rotary engine and front-wheel drive, a combination that was never used again. Technically, the MX-30 e-Skyactiv R-EV is also FWD with a rotary, but the combustion engine doesn’t drive the wheels. Instead, it acts as a generator to charge the battery, making the crossover a range-extending EV.

As has historically been the case with Japanese cars, export versions wore different names. Depending on the generation, these ranged from 929 to RX-4, and there was also a rebadged Kia Potentia for the South Korean market. Mazda sold the Luce until 1991, when the HC generation bowed out. Before retirement, it received the company’s first V6 engine.

By the early 1990s, Mazda’s spinoff Eunos luxury brand had already launched the Cosmo, and there was also the lesser-known Sentia as a direct successor to the Luce. This model, too, spawned a Kia equivalent for Korea, where it was sold as the Enterprise.

Some 35 years after Mazda last used the name, Ferrari is bringing it back for an EV. The Prancing Horse also notes that Luce is Italian for “light” or “illumination.” Additionally, it signals a new naming strategy for future models. This year alone, the company is launching four other models, with a total of 20 vehicles planned by the end of the decade.

Motor1's Take:  We don’t think anyone will be upset with Ferrari for repurposing an old moniker. Come to think of it, it’s not even the first time a Ferrari has shared a name, or part of one, with a car from a different brand. No one batted an eye before, and it should be the same with Luce.

Unusual pairings in the same vein include the Ferrari 250/750 Monza and the Chevrolet Monza, as well as the California and the Volkswagen California. Suffixes such as GT, GTA, GTC, GTS, Spider, and others have also been used by various brands over the years.

• The reengineered Mercedes-Benz SEC from Renntech has a 7.5-liter V12 engine producing 660 horsepower.  
• The car also features a widebody kit that enhances aerodynamics, cooling, and high-speed stability.  
• Renntech will deliver its first SEC V12 Widebody cars in December 2027.

Renntech is building 12 reengineered Mercedes-Benz SECs. Each one will be built to order and feature the same M120 V12 engine found in the Pagani Zonda and the Mercedes CLK GTR.  

The naturally aspirated 7.5-liter V12 makes 660 horsepower and 650 pound-feet of torque. It pairs with a bespoke manual transaxle. The all-aluminum engine also features equal-length headers. Stopping power comes from carbon-ceramic brakes, which hide behind forged two-piece wheels.

The upgraded engine will coincide with a full frame-up restoration of each Mercedes. The car also features a widebody kit that enhances the SEC’s aerodynamics, cooling, and high-speed stability.  

Mercedes built the SEC from 1979 to 1991, offering the S-Class in sedan and coupe body styles. The automaker offered several engines over its lifetime, including inline-five, inline-six, and V8 engines, but never with a V12. An S-Class with more than eight cylinders wouldn’t arrive until the third-generation W140.  

Renntech says that it will deliver the first SEC 12 Widebody in December 2027.

Motor1’s Take: Renntech’s reimagining of the classic Mercedes-Benz SEC is stunning on its own, with its widebody kit, but the fact that it has a potent V12 under the hood makes this restomod truly special. The oldest SEC on the road today is over 30 years old, but it’s nice to see the model is still well-loved.

• Renntech has modified the Mercedes M120 V12 to 7.5 liters.
• The upgraded engine delivers 660 hp and 650 lb-ft of torque.
• Just 12 examples of the SEC V12 will be produced worldwide.

In the often rarefied world of Mercedes-Benz tuning, few brands do it better than Renntech. For more than 35 years, the American brand has been building and upgrading Mercs, and it has just previewed one of its most ambitious projects to date.

Read: RENNTech Gives Us All The Details On The S76R’s Bored And Stroked 7.6-Liter V12

This new creation is called the Renntech SEC V12 Sledgehammer, a nod to the Hammer moniker applied to numerous AMG-modified Mercedes-Benz models of the mid to late 1980s.

The car will be based on the iconic C126 SEC and built as an homage to the Mercedes M120 naturally aspirated V12, the engine famously used in the CLK GTR and Pagani Zonda. Renntech has reengineered this powerplant, increasing its displacement to 7.5 liters, which allows it to produce 660 hp and 650 lb-ft (881 Nm) of torque.

To ensure the SEC V12 screams just like a Pagani, Renntech has developed custom equal-length headers for it. There’s no word on what transmission it will be paired with, but it’s safe to assume power will be sent exclusively through the rear wheels.

Unique Bodywork For A Unique Benz

Renntech plans to cap production of the SEC V12 at just 12 examples worldwide, each designed to look significantly more aggressive than your typical C126 from its era. Renderings released by the firm show the car outfitted with a bespoke body kit, featuring revised front grilles, a distinctive hood, and uniquely shaped front and rear quarter panels that sit considerably wider than standard.

The custom bodywork has also enabled Renntech to add new forged wheels to the car, sitting over a set of beefed-up aftermarket brakes. The rear will also be customized with a new bumper, diffuser, and a prominent lip spoiler. Not only do these new parts transform the grand coupe’s appearance, but Renntech says they improve aerodynamics as well.

Interior images haven’t been revealed yet, but customers will have access to bespoke cabin configurations. A full range of materials and finishes will likely be on offer, allowing each buyer to tailor the space to their tastes.

Pricing remains unannounced for now, though Renntech has confirmed that the first customer car is scheduled for completion in 2027.

Today's Nice Price or No Dice MR2 asks us to suspend disbelief and also, for its next owner to roll up their sleeves and put in the sweat equity required to finish this remarkably-conceived Ford RS200 rally car homage. Let's see whether that's all worth what the seller is asking.

The Swedish band ABBA's 1977 album, the annoyingly-titled "ABBA, the Album," was such a huge hit that the quartet's label couldn't press enough records to keep up with the initial demand. That album spawned two number one hits in the UK, "The Name of the Game" and the a cappella-intro'd "Take a Chance on Me." Today, that latter song is considered one of ABBA's greatest hits and has wormed its way into popular culture in movies, TV shows, and ads. It must have made ABBA a lot of Kronor.

The 1992 Subaru SVX we looked at last Friday never achieved the level of popularity of even ABBA's B-sides, but at a $6,900 asking price and presented as low-mileage and well-kept, it proved a car that quite a few of you might take a chance on. The result was a solid 74% "Nice Price" win.

Craigslist

OK, I'm almost salivating to have you all take a gander at today's 1993 Toyota MR2 because... well, things have been done to it. This is an unfinished project car, which is often something we all agree is best left unacknowledged and avoided, but in this case, it's so crazy we've just got to take a peek.

First off, however, let's establish the builder's intentions with this project. The goal, it seems, was to create a homage to Ford's 1980s rally monster, the RS200. As you may recall, that was Ford's purpose-built attempt to play hardball with the big boys in Group B. Designed by Ghia, powered by Cosworth, and built by Reliant (yes, makers of the trikes that Jeremy Clarkson never could seem to get the hang of), the RS200 was a beast. 

For most of the 1980s, it held the record for the quickest-accelerating production car, although 'production' was used loosely, as only a few hundred road versions were built and only to comply with FIA homologation rules. Ford invested heavily in the car as a Group B competitor, but the result was several serious accidents that ultimately led the FIA to discontinue the class altogether as being too dangerous. The RS200 has since become almost mythical among Ford fans, and real-deal cars (when they can be found for sale) go for around half a million these days.

Craigslist

That background makes this car a little easier to understand. Plus, the basis, a Toyota MR2, is, like the RS200, a mid-engined machine. That, however, is where the similarities stop and the Bondo begins. The engine in the real RS200 is longitudinally placed and, for weight distribution, feeds a five-speed transaxle in the front of the car. That drives the front wheels directly and the rear wheels through a driveshaft next to the mill. Power output for the Cossie ran anywhere from 250 horsepower to a reported 580 horses. 

The engine in the MR2, on the other hand, is a close cousin to that in a Camry, and if this one runs (which it apparently does not at the moment), it will deliver a factory-claimed 154 horsepower. Like the RS200, it passes its power through a five-speed manual, but only to the back wheels. Save for the air box, the MR2's engine bay appears complete if covered in body filler dust. It also breathes through the Toyota's sculpted scoops on either side of the body.

Craigslist

The rest of the bodywork has been modded to have what could best be described as a 'concept of a plan' for the appearance of an RS200. From a distance, at night, in the rain, if you squint, it's probably hard to tell it's not the real deal rally car. From the pictures, the basics are there, but it looks like the builder lost interest somewhere about halfway into the build, and long before getting around to shaping the Bondo or fitting lights into the hood-mounted nacelles. 

The rear end is even more of a concept, with what looks like actual metal fabricated to appear like the Ford's up-swept tail. A set of Ford (or more likely, Merkur) tail lamps proves the only real connection between this homage and Ford's '80s rally machine. Those are appropriately enough held on with tape. The less said about the interior, the better. It's all original MR2, so it probably would clean up just fine, but right now it looks like it would be more at home in a Pick-A-Part than a driveway. On the plus side, the car's title is clean, and it sports a relatively low 123,000 miles.

Craigslist

That's a lot to take in, and the ad paints a picture of a project that will be a daunting task for anyone, no matter how skilled they are. But wouldn't you like to see the result? What? You wouldn't? Well, play along anyway and wipe that smirk off your face.

We now need to... stop laughing. We need to determine not only whether this project car is worth fixing and finishing, but also whether it's worth paying the current owner $2,200 to take on the work. What do you... I said stop laughing. Is that a reasonable price for this project? Or shall we just say no and never speak of it again?

You decide!

Nice Price or No Dice:

Washington, DC, Craigslist, or go here if the ad disappears.

H/T to Don R. for the hookup!

Help me out with Nice Price or No Dice. Contact me at robemslie@gmail.com and send a fixed-price tip. Remember to include your commenter handle.

For legendary Italian design studio Bertone, Retromobile provided a natural stage to reveal its reinvention of the Autobianchi A112 Runabout – a concept sports car created by Marcello Gandini while he was working at Bertone in 1969.

Just 25 examples of the new Bertone Runabout will be built, offered in either Barchetta (fully open) or Targa (removable roof) guises. A wedge-shaped carbon fibre body sits atop an aluminium chassis, with a 475hp 3.5-litre supercharged V6 delivering a 0-62mph time of 4.1 seconds.

After espressos were brewed and pleasantries had been exchanged, I sat down with head of design for the Runabout, Andrea Mocellin, to discuss his influences, Italian coachbuilding and some decidedly unconventional headlights.

Your career has largely focused on future mobility and technical innovation so far. What drew you to the Runabout project?

“While I’ve always been interested in the future of mobility, I began my education and career in Turin, surrounded by coachbuilders and the legacy of masters such as Marcello Gandini and Giorgetto Giugiaro. Bertone has always thought radically about vehicle design – and that, for me, is new mobility. Design must communicate not only with the driver, but with today’s audience and market, which demands a certain type of car.

“The Runabout is radically influenced by Marcello Gandini’s masterpiece [pictured above], but it must also satisfy collectors who expect exceptional performance by today’s standards. Bertone wants to create pieces of art with real performance and a driving experience defined by joy.”

During his review of the Alfa Romeo 8C, Jeremy Clarkson relayed the Tate Gallery’s view that a car cannot be art, because art has no purpose beyond itself. The Runabout is not the most practical of cars – so can it be considered as art?

“We hope the Runabout is beautiful, and perhaps one day it will sit in art museums as well as car museums. But we also want it to be driven. 

“Historically, Bertone has always believed in art with a function. Until now, we have offered our talent to others. Today we can manufacture our own cars and deliver art, design and function together.”

Given Bertone’s vast archive, why choose the Runabout as your first resurrected concept car?

“This marks the renaissance of the Bertone brand. Alongside the GB110 hypercar [pictured on the left above], we wanted our second car to offer a completely different ownership and driving experience. 

“Whereas the GB110 draws inspiration from the breadth of Bertone’s history, the Runabout is a deep dive into a single, iconic design.”

What were the design challenges of translating a 1969 concept into a modern, road-legal car?

“You have to approach the project knowing it must reach production. Those boundaries shape the design from day one. Working closely with engineers is what turns a sketch into something that belongs on the road. Overcoming those challenges is what gives a design its credibility. 

“If you ask any designer, they would rather work on two production cars than one hundred concept cars. That way you get to see it on the street and leave your mark on automotive industry history.”

Did you want to keep the original car’s headlight position behind the driver?

“Unfortunately, that just wasn’t possible. We love the original Gandini car, but it was only used as a reference.

“The new pop-up headlights still deliver a sense of theatre, but this is a car designed to be used in today’s world.”

Were there any non-negotiable design cues for the new Runabout?

“The red stripe divides the car into two distinct design languages. The lower section references the scafo – the boat hull – reinforcing the nautical inspiration. The upper half follows the iconic Bertone wedge. 

“The coda tronca (cut-off tail) and L-shaped B-pillar complete the sculpture and make the Runabout instantly recognisable.

“The interior, too, was crucial given the open-top format. Horizontality dominates, creating a wraparound feel. A nautical compass nods to the original, while the digital intrusion is limited to the instrument cluster. We wanted craftsmanship and premium materials, while retaining an analogue feel. The interior is minimal – not simple, but minimal.”

Having lived in Turin, London and Munich, what have these cities taught you about car design?

“Turin is the spiritual home of automotive design. Munich is more industrial and feeds my interest in innovation. London – and indeed Asia and America – showed me the global appetite for unique cars that differ from mass-produced offerings. 

“I also learned just how globally revered the Bertone brand remains, and the affection enthusiasts still have for its classic designs.”

What is your dream road-trip with the Bertone Runabout?

“From the south of France to Turin. The coastal roads would be perfect. The American west coast, too – the Runabout would come alive in those sunsets. And, not to be a cliché, but even British rain would beautifully highlight the car’s forms.”

I can’t disagree. The Runabout feels perfectly suited to la dolce vita along the riviera. Bertone’s revival shows that scarcity, craftsmanship and clear design intent still have the power to stop people in their tracks. 

As the automotive industry approaches the physical limits of performance, emotion is increasingly being injected through nostalgia. The reborn Lamborghini Countach, with Aventador hardware beneath retro-inspired bodywork, is a clear case in point. Bertone wants to position itself at the forefront of a return to true coachbuilding, where modern, usable underpinnings meet historic design language. 

For those lucky 25 owners, the Runabout will be a collector’s piece. For everyone else, it’s a reminder of what Italian coachbuilding can achieve when given space for creative expression.

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Adam Summersby, trading director at specialist insurer Footman James, told The Yorkshire Post that many drivers think classic cars mean 1960s or 70s models. "It doesn't have to be a show car," he said, noting that emotional significance and usage patterns matter more than age alone.

The UK has no legal definition of what makes a classic car. Insurers set their own criteria, but most agree on a few key factors: age, rarity, condition, cultural significance, and how you use the vehicle. If your car meets enough of those markers, you could be saving serious money on premiums.

Footman James typically covers cars from 20 years old, though certain marques or club memberships can reduce that threshold to as low as 10 years for drivers over 25, according to their FAQ page. Motorcycles qualify from 15 years. Other specialist insurers like Hagerty UK accept vehicles from 15 years old with mileage restrictions.

Modern classics are the overlooked category. First-generation Audi TTs, BMW E46 3 Series, early Mazda MX-5s, Honda S2000s, Mk1 and Mk2 Ford Focus RS models, and Porsche Boxsters all appear on specialist insurance lists despite being 15 to 25 years old. Some insurers even cover brand-new Morgan Plus Fours under classic policies due to handcrafted construction and limited production.

The savings can be substantial. Classic policies often cost less than standard cover because insurers assume the car isn't your daily driver, is garaged, maintained properly, and driven carefully on limited mileage. Agreed value coverage means if the car is totaled, you receive the full insured amount rather than depreciated market value.

Typical qualifying criteria include secure storage in a garage or locked compound, annual mileage caps between 3,000 and 10,000 miles depending on the vehicle and driver age, and ownership of a separate daily driver for regular use. Many insurers require drivers to be at least 25 years old, though Footman James offers young enthusiast policies from age 18 with stricter mileage limits.

Club membership can unlock better rates and broader eligibility. Footman James partners with over 150 classic car clubs and associations, offering specialist rates to members. A Morris Minor Owners Club member can get coverage from age 17, even with a provisional license. BMW Car Club members can access reduced age thresholds and mileage allowances.

Not every old car qualifies. A 2001 Ford Focus or 2002 Vauxhall Astra won't make the cut despite being over 20 years old because they lack desirability, rarity, or enthusiast appeal. Mass-produced family cars that depreciated heavily and hold no collector interest remain stuck on standard policies.

Performance variants, limited editions, and models with cult followings get different treatment. A standard Mk1 Ford Mondeo might not qualify, but an ST24 does. Base Audi 80s and 100s can be covered, while Quattro models are near-guaranteed acceptance. The difference comes down to whether the car holds value beyond basic transportation.

Cultural significance plays a role too. Japanese imports like the Nissan Skyline GT-R, Toyota Supra, and Subaru Impreza WRX STI often qualify younger than European equivalents because enthusiast demand keeps values high. Limited UK availability adds rarity points that standard models lack.

The catch is usage. Classic policies assume you're not commuting daily, doing school runs, or racking up 15,000 miles annually. If that's your reality, you need standard cover regardless of the car's age. But if your older vehicle sits in the garage most of the week and only comes out for weekend drives, car shows, or sunny afternoon blasts through the countryside, you're paying too much.

Checking eligibility takes minutes. Most specialist insurers offer online quotes where you enter your vehicle details and usage patterns. If the car qualifies, you'll see pricing immediately. Enthusiast forums and automotive sites often maintain lists of which models different insurers accept, making it easier to gauge your chances before applying.

The market for modern classics is growing. DVLA data shows the number of licensed cars over 30 years old continues rising, which means more vehicles crossing into classic territory each year. That 1995 BMW you bought cheap is now 31 years old. The 1998 Honda Civic Type R just turned 28. Age moves faster than most owners realize.

Insurance brokers like Brentacre and Heritage specialize in future classics, the 15 to 25-year-old sweet spot where cars haven't hit full classic status but already qualify for specialist cover. They focus on vehicles appreciated for style, engineering, or cult status rather than strict age cutoffs.

For drivers who've owned the same car for years and never questioned their insurance category, the potential savings sit there waiting. Your 2005 Porsche Boxster. Your 2006 Toyota MR2. Your 2008 Volkswagen Golf GTI. All of them could be costing you hundreds of pounds annually in unnecessary premiums.

The defining question isn't whether your car is old. It's whether your car matters. If it's garaged, driven carefully, maintained obsessively, and means more to you than getting from point A to point B, you're probably paying standard rates for a classic that deserves specialist cover.

Check the policy. Run a quote. Stop overpaying for insurance that undervalues what you're actually driving.

Footman James, one of the UK’s leading specialist classic car insurers, warns that many drivers are unaware that their everyday car may qualify as a classic. Depending on your vehicle's rarity, cultural significance, condition and use, you could be saving some serious cash. Adam Summersby, trading director at Footman James said: “Many drivers think of classic cars as something from the 1960s or 70s.

“But cars from the late 1990s and up to 2001 are recognised for their design, heritage, and cultural appeal.

“If your car qualifies as a classic, you could be paying more than necessary on a standard insurance policy.

“Speaking to a specialist insurer can ensure your vehicle is properly covered and it could even result in hundreds of pounds in savings.”

There is no single legal definition of what makes a ‘classic car’ - but if it meets one or more of these criteria, you might be in luck. 

If your car was manufactured on or before 2001, it could qualify, as does a car that was produced in smaller numbers. These are often viewed with more favouritism by experts.

Another criterion is a car with cultural or historical relevance - a car which was big in popular culture or represented a milestone in design can qualify.

If you haven’t properly looked after your car, you might be unlucky. People look for well-maintained, original or well-restored vehicles when they are searching for a classic car. 

It’s also good if your car hasn’t been used as a daily commute vehicle. Cars that have driven fewer miles are more likely to qualify as a classic.

Age - before 2001

Rarity - not many made

Cultural significance - signposted an era

Maintenance - well cared for and restored

Usage - lower mileage 

Named E-car, this takes inspiration from Japan's thriving kei jidosha ('light vehicle') class, which arose from a very different scenario in 1949.

Pre-war Japan lagged far behind Western nations in its motorisation, but it did produce vehicles - albeit predominantly motorbikes and three-wheeled trucks, of which annual production peaked at just 15,000.

The default transport for commerce remained ox-drawn carts; for individuals it had quickly become the bicycle. Japanese-built cars were expensive and few.

Under Allied occupation after losing World War II, Japan was prohibited from making cars - although it was hardly capable of doing so anyhow, its industrial base having been all but erased by years of ceaseless bombing.

Circumstances changed when combat broke out in Korea in 1948. This spurred the Allies to import greater quantities of heavy oil and iron ore to Japan, resulting in increased availability of the materials needed for vehicles.

Then, in October 1949, the Japanese Ministry of Commerce and Industry announced a Basic Policy for the Automobile Industry, ending material rationing and encouraging corporate rationalisation.

A letter by a young Autocar reader from Yokohama, Isamu Uchiyama, captured why government help was needed: "Last amongst the war-torn countries to make a comeback in car engineering seems to be Japan. As a Japanese, I regret this 10-year lag, the reasons for which are familiar: lack of inventive talent, inexperienced technique and inferior raw materials. Even if a designer conceived an ideal model, factory equipment is not up to its production. Yet Japan is a car country, for traffic conditions today are heavier than ever before."

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An amendment to Japan's vehicle regulations in 1949 then created a new category for cheap, light ('kei') vehicles. None were actually made to this specification, though; that happened after a 1950 amendment that distinguished between two-, three-, and four-wheeled vehicles and significantly increased the maximum vehicle size to 3m long, 1.3m wide and 2.0m high, and a 1951 amendment that upped the maximum engine size to 360cc.

The very first kei car, then, came out in 1952: the Auto Sandal, a tiny two-seater built by pre-war three-wheeler specialist Nakano with a Mitsubishi engine.

Another pioneer – a less goofy-looking one – was the 1954 Flying Feather, designed by a former Datsun engineer and produced by Suminoe.

However, an unnoticeable 200 Sandals and 48 Feathers were sold over the next couple of years.

Real impetus came in May 1955: as part of governmental efforts to rebuild the Japanese economy in a new fashion, the Ministry of Trade and Industry announced the People's Car Development Network Plan.

This called for a car with two or four seats; the ability to carry more than 100kg of luggage; a top speed above 62mph; 85mpg economy; an engine of 350-500cc; a kerb weight of 400kg; daily production of 2000; and a production cost below ¥150,000 (about £4800 in modern money).

Understandably, most firms considered this too tall an order, especially without any government subsidies for development. But one really rose to the challenge: Subaru, newly established from elements of the old Nakajima aircraft company.

We drove its 360 kei car in 1958, saying: "It has first-class suspension, which is commendably supple, yet the considerable wheel travel has entailed no sacrifices in stability and there is practically no roll. Its little engine is extremely smooth, by no means noisy and is very spirited." Our only criticism was the lack of a gearbox synchromesh, considering its buyers would be novice drivers.

That same year, the first true kei commercial vehicle also emerged: a van based on the Suzuki Suzulite.

The Subaru proved an immediate hit, and it and Suzuki's saloon were soon challenged by rivals from Mazda, Datsun and Mitsubishi, and consequently kei car sales ballooned from a mere 48 in 1955 and 1102 in 1958 to 77,632 in 1960.

And although they were rapidly outsold by 'proper' Japanese small cars, they remain an important and beloved feature of Japan to this day.

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The seller of today's Nice Price or No Dice Toyota claims it offers "Pride of Ownership." Whatever that actually means, it's got to be better than shame of ownership or buyer's remorse. Let's decide if this classic Cressida is priced with dignity.

Commitment is a plus when describing an actor performing a challenging role or a dear loved one willing to put up with your baloney. Oh, and that's not an indictment of you; I have a lot of baloney myself. Commitment can be seen as a pejorative when the subject is mobile phone contracts or when the judge tells you you need to go away for a while after you've been caught running naked in the streets. Yeah, don't ask.

Mercedes made a major commitment to the R107 line of roadsters, designing the cars in the late 1960s and keeping them in production with only minor updates and ever-larger engines for nearly two decades. The 1987 Mercedes-Benz 560 SL we looked at yesterday arrived near the end of that run but still retained all the charm and, could we say, commitment to the theme of the first editions. At $9,900, a number of you were eager to commit to the car's value, a fact reflected in the 53% "Nice Price" win the Benz enjoyed.

Craigslist

Now, I didn't plan on us having a run of 1980s cars this week, but it seems that Kismet, or maybe it was Jenga, whatever, has brought us to this result today. The fact is, a lot of great cars came out of the 1980s; a renaissance period following the automotive industry's dark ages of the 1970s.

Today's 1987 Toyota Cressida is one of those great '80s cars that, sadly, we don't see around all that much anymore. With just 112,000 miles on the clock and an overall clean appearance, this one stands out as a survivor and carries with it all the '80s goodness of a Bartles & Jaymes-fueled VH-1 flashback weekend.

No company, not even Toyota, builds a car like this anymore, what with its chrome-framed greenhouse, glorious red velour-draped interior, or simple, clean angular styling. The closest thing in Toyota's current lineup in terms of size and market position is the Crown, but it's a pretty weird car, and few people actually buy them.

Craigslist

Speaking of Crown, that's the model that the Cressida originally supplanted. Toyota loves to name its cars after royal headgear, having at times offered the Corolla, Corona, and yes, for those with little imagination or flair, the Crown. Originally aligning with this strategy, the Cressida's ancestors were marketed in the U.S. under the Corona Mark II label. That nameplate was discontinued in the late 1970s in favor of Cressida, a name yanked from the Shakespeare play, Troilus and Cressida, set during the Trojan War. That name would carry the model through the 1990s. By that time, a luxury Toyota seemed superfluous in light of the recently introduced Lexus line of cars.

This isn't the last iteration of the Cressida, but it is, perhaps, one of the most iconic. It features boxy, elegant styling and a Jaguar-esque DOHC straight six under the hood. Transmission choices were limited to a four-speed automatic (a manual was briefly offered), and the suspension is independent all around.

Craigslist

That six-cylinder is Toyota's vaunted 5M-GE, a 2.8-liter unit making 156 horsepower and 165 pound-feet of torque. For bragging rights, this engine is related to the 7M-GE used in U.S. and other-market Supras. According to the ad, everything on this Cressida works as it should. The engine stays cool with a replacement radiator and water pump. A recent oil change and the installation of new tires on the factory alloy wheels are additional pluses. The A/C, which is old-school R-12, is reported to be working fine. This is an '80s Toyota, so anything less would be totally outside the expected narrative.

Aesthetically, there's nothing to complain about on this car. Yes, there does appear to be some discoloration on the back bumper, but that's reasonably minor. The interior features the aforementioned velour upholstery on the seats. If any complaint is to be leveled at the interior, it's about the mechanical mouse shoulder belts that the car is saddled with. That's par for the course in this era of cars, as U.S. passive restraint laws had gone into effect, but manufacturers were still behind the curve in fitting front seat airbags on many of their cars. Oddly, Toyota fitted the Cressida with the annoying mouse belts years before they became mandated by the law. That's one throwback we needn't revisit. This Cressida comes with a clean title, a purported accident-free history, and the seller's promise that it will offer its next steward pride of ownership.

Craigslist

There are only two things standing in the way of that pride: the car's overall desirability and its $9,450 asking price. Come to think of it, those are naturally related (one drives the other), and so it may be just one thing. See? I'm making your job much easier today.

That job—should you choose to accept it—is to determine if this Cressida is actually desirable enough to command that $9,450 asking. What is your take on this clean, classic, and classy Cressida at that kind of cash? Does that ding the ol' deal-o-meter? Or is this just a frumpy old Toyota that needn't have been saved and hence is way overpriced?

You decide!

Nice Price or No Dice:

Los Angeles, California, Craigslist, or go here if the ad disappears.

H/T to Steve Rivers for sending me down the Cressida rabbit hole!

Help me out with Nice Price or No Dice. Contact me at robemslie@gmail.com and send a fixed-price tip. Remember to include your commenter handle.

First-generation Powerglide transmissions, produced until 1962, involved cast-iron housings joined with bolts and gasketed joints. Overall it was heavy, had a potential for leaking fluids, and its two-speed operation earned it the nickname "slip-and-slide Powerglide." While it had two forward gears, until 1953 it launched from a standstill in top gear, deriving its mechanical advantage from the torque converter and only slipping into low gear to negotiate steep grades.

It was the Powerglide's second generation, in 1962, that made it so special — a nearly indestructible transmission. Until it was discontinued in 1973, replaced by the Turbo-Hydramatic automatic, the updated Powerglide featured an aluminum case that contributed to an overall weight 100 pounds lighter than the original. Its robust construction and simple two-speed operation earned it a reputation for durability among drag racers, and with available aftermarket parts the entire transmission is rebuildable and stronger than ever.

Hughes Performance/YouTube

Today's automakers have gone all in on automatic transmissions with increasingly higher numbers of gears. One main difference between the two-speed Powerglide and the 10-speed transmissions common today is the wide ratio versus close gear ratio variance between shifts.

Two-speed Powerglide automatic transmissions don't have an overdrive gear. Instead, the highest gear ratio, second gear, is 1-to-1 (1:1). While thinking of ratios might recall the pain many of us experienced in algebra class, the 1:1 ratio simply means the transmission's output shaft turns the car's driveshaft one full revolution for each revolution turned by the transmission's input shaft.

Powerglides intended for use behind six-cylinder engines of the day were equipped with a 1.82:1 first-gear ratio, while eight-cylinder versions had a first-gear ratio of 1.76:1. The lower gear ratio of the Powerglide's first gear having a larger initial number is counterintuitive. It means that the input shaft must turn more to complete a revolution of the output shaft: 1.82 or 1.76 revolutions, to be exact. For comparison, the first-gear ratio of GM's 10L80E automatic found in some last-gen Camaros is 4.70:1, with its 1.80:1 fourth gear being the closest approximation of the Powerglide's low gear.

Sstop/Getty Images

Shifting problems are among the biggest complaints about 10-speed automatic transmissions. One factor at the root of 10-speed transmission issues is the complexity of control modules and internal components. The simple operating parameters of the two-speed Powerglide are its biggest strength. That's what drag-racing teams rely on when building a car. Upgraded components available through aftermarket suppliers have erased any of the original Powerglide's shortcomings.

The question is how an antiquated two-speed transmission design can out-perform a modern 10-speed if both are operating at peak form. The answer lies in power delivery and consistency. Modern 10-speed cars use traction control or launch control to prevent wheel spin under acceleration. Neither system actually provides more grip to the tires. Instead, they both work by reducing engine power or, in some cases, employing the braking system to prevent wheel spin. And as everyone knows, brakes only slow you down.

The Powerglide's lightweight rotating assembly and higher initial gear ratio, coupled with the low rear-axle ratio often found in drag cars, works to provide consistent, usable power to the rear tires off the line. In addition, with its two speeds, the Powerglide only has to shift one time during each quarter-mile or eighth-mile pass. For a drag car, especially a bracket racer where consistency is key, fewer shifts represent fewer opportunities for mistakes that could upset the car and cause traction loss, resultin in longer elapsed times.

In the video, we're treated to shots of a GNX, one of the sickest cars of the 1980s and the namesake of Kendrick's latest Grammy-winning album, as his hit song "TV Off" plays. That all makes plenty of sense, and it's something we can all enjoy. Regretfully, things go south about 10 seconds into the video, when it's revealed that the GNX was on a CRT TV being watched by none other than a bright-red Envista. The caption reads, " Real recognizes real. GNX meets Buick Envista." I know in my heart of hearts that Buick's marketing team cannot think that the Envista is the same type of "real" that the GNX is.

While I'm sure the creatives over at Buick thought this was a really cool idea, linking Buick's past with Buick's present, there's a reason Kendrick's Album is called GNX rather than Envista, Encore GX, Envision or Enclave. Yes, they're all fine entry-level luxury crossovers, but they don't exactly have the same sort of panache or cultural impact that the GNX had. The red Envista at the end of the video serves as a stark reminder of what Buick used to be and what it is today–the maker of solid family vehicles, but not exactly icons of an era. Again, keep in mind that I like the Envista. I just know enough to know that it's not the GNX. It would be like me comparing myself to Davey G. Johnson or Murilee Martin. I realize I'm the Envista of Jalopnik. Buick didn't seem to realize this about itself and the current state it's in.

Kendrick Lamar via YouTube

I'm sure you're getting ready to head down to the comments to give your scorching hot take about the Envista versus the GNX, but plenty of people have already flamed the video on social media — some more creatively than others. In any case, it's hard to find anyone who is really positive about the video, which is a shame, because the idea itself is a cool one.

Here what folks are saying on Instagram:

"Immediately took my like away ?" – @andythesalemtechguy

"Man this reel started off so hot then you reminded us why no one buys Buick anymore at the end ?" – @mimmo_pizzaiolo

"He should be watching a Buick rendezvous" – @yuritereshyn

"Is this rage bait?" – @davidevirdisss

"Buick literally just roasted themselves" – @hybridlwb

It wasn't just Instagram either. The video made its way to the Kendrick Lamar subreddit, where commenters were equally unkind. What's even funnier about these comments is that these clearly are not from people who know a lot about cars, so they really show how badly Buick biffed this one.

One user said, "Really cool. But then they show the new car and.. Blah.," to which another replied, "No lie it had me thinking 'damn if thats the car thats coming out I might have to get one' then they show the red car and have never wanted a buick less lol." That has got to hurt if you're Buick.

Someone else — rightfully — pointed out that, at the very least, the Envista should have been black. That feels like such a simple oversight.

Oh, well. At least there's the Buick Orbit concept car out of China that could give us something to look forward to, though I worry it's "not enough."

A barely used nineties Range Rover that had been locked away in a garage for 30 years has sold at auction for more than the price of a brand new one.

The 1994 car was unearthed from a rural home in Essex by Anglia Car Auctions in an almost untouched condition, though with its bodywork coated in plenty of dust.

It was found with just 754 miles on the clock from new, having been taken off the road by its one and only registered keeper in 1996.

Following the owner's recent passing, the Range Rover was uprooted from its three-decade slumber. Though with great difficulty.

A team of classic car enthusiasts engaged in a complex extraction process of winching the unmoved first-generation Range Rover up the property's steep and incredible restricted driveway before it could be transported to a secure unit ahead of its auction-room appearance.

Given the car's originality - including its 30-year-old tyres - the auction house issued a pre-sale guide price of £30,000 to £50,000.

But after a frenzy of bids at the weekend, the Beluga Black Range Rover eventually sold for a staggering £119,800 including auction premium - that's more than the cost of a brand new one.

This barely used nineties Range Rover had been locked away in a garage for 30 years. Having been extracted from an Essex property, it sold at auction for almost £120,000 - some £15,000 more than a brand new one

The vehicle is a rare example of the range-topping 'soft-dash' Vogue LSE model.

This is one of the most collectable versions of the Mk1 Range Rover 'Classic', and being a 1994 model is one of the latest examples produced.

Having wiped away the layer of dust on the windscreen, a severely faded tax disc showed it was last used on the road in 1996.

A quick check of the odometer behind the steering wheel confirmed its incredible 756 miles from new.

The group of classic car enthusiasts were clearly shocked at the preserved condition of the car, which they described as being a 'genuine timewarp'.

Even the tailgate - which is infamously susceptible to rust - showed no signs of dilapidation having been contained in storage for three decades. The boot even had a Tesco plastic back from the 1990s locked inside.

The man who had the 4x4 delivered new reportedly died shortly after, we believe some time in the 1990s. However, his widow had kept it locked in the garage ever since until her passing last year

ACA first had to pump the tyres up before pushing the Range Rover out of the garage. Despite standing for 30 years, the brakes were not stuck on. They then used a winch to haul it up a steep slope and through the property's extremely tight driveway entrance

The vehicle is a rare example of the range-topping 'soft-dash' Vogue LSE model. This is one of the most collectable versions of the Mk1 Range Rover, and being a 1994 model is one of the latest examples likely produced before the arrival of the second-generation vehicle

Having wiped away the layer of dust on the windscreen, a severely faded tax disc showed it was last used on the road in 1996

ACA said it had to pump the tyres up before pushing it out of the garage, though despite standing for 30 years the brakes were not stuck on. 

They then used a winch to haul it up a steep slope and through the property's extremely tight driveway entrance.

History files revealed the car was bought in 1994 from Broadfields at a cost of £38,400.

With historic inflation, that's the equivalent of £106,000 in today's money, proving just how premium this Rangie was when new.

The man who had the 4x4 delivered new reportedly died shortly after, we believe some time in the 1990s. However, his widow had kept it locked in the garage ever since until her passing last year. 

The motor's 4.2-litre V8 engine still turned over after decades without starting and the 'Ash Grey' interior showed almost no sign of wear and tear. Even the Land Rover branded paper mat protectors were still in place

A quick check of the odometer behind the steering wheel confirmed its incredible 756 miles from new

History files revealed the car was bought in 1994 from Broadfields at a cost of £38,400. With historic inflation, that's the equivalent of £106,000 in today's money, proving just how premium this Rangie was when new

The cherished private number plate 'NEB 58' - though in an illegal oval style for the rear plate - was also included in the sale with the car.

Even when opening the door of the car after all those years, the classic car experts claimed it still 'smells like a new Range Rover'.

The motor's 4.2-litre V8 engine still turned over after decades without starting and the 'Ash Grey' interior showed almost no sign of wear and tear. Even the Land Rover branded paper mat protectors were still in place. 

Sitting on the tyres and fitted with ever component it had when it came off the assembly line, even the oil filter in situ is original.

Despite the paintwork clearly showing signs of age and the electronic controlled air suspension - a feature only added to high-end models like this LSE long wheelbase car built towards the end of production - needing some attention, closer inspection of the Range Rover revealed the chassis, fuel tank and exhaust remained in pristine condition.  

ACA said there is 'no more genuine and original example out there'.

The car is in need of some TLC. The electronic controlled air suspension - a feature only added to high-end models like this LSE long wheelbase car built towards the end of production - needs some attention

The sale price of £119,880 - a new world record for a Mk1 Range Rover LSE - was a staggering four times the estimated guide of £30,000 to £50,000

To put the 1994 Range Rover's auction price into perspective, a new state-of-the-art example costs from £106,000 today. However, a comparable LWB example is pricier, at £131k

It was sold to the highest bidder complete with its V5 registration document, purchase invoice, a Range Rover book pack and the service book containing one stamp at 200 miles on 11 October 1994.

The sale price of £119,880 - a new world record for a Mk1 Range Rover LSE - was a staggering four times the estimated guide of £30,000 to £50,000.

It's also more than the entry price of the 2026 Range Rover, which starts from £105,675. That said, a long-wheel-base example of the current luxury SUV - which would be most comparable to the 1994 car - is priced from £131,055.

The auction house said the car was 'an incredible find indeed'. 

ACA added: 'Inspection of the Range Rover reveals it to truly be in time warp condition, commensurate with a mileage of just 756 miles and would make a worthy addition to any major collection.'

However, it caveated: 'After such a long period off road, recommissioning will be required before use. 

'We have made no attempt to start the Range Rover although we can confirm that the engine turns over.'

Also in the same garage was an MG B roadster that was parked behind the Range Rover and therefore understood have been in storage for 30 years, too. 

The 'completely rust-free, arrow-straight, early pull-handle' example sold at the same auction for £18,792, which was almost four times its guide price of £5,000 to £7,000.

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