This Factory Five Racing ’33 Hot Rod is powered by a Tesla motor and single-speed transaxle, and it was built by the current owner with consultation from EV West of San Marcos, California. Completed in 2023, the composite body is finished in gray and mounted to a tubular steel chassis equipped with a fully independent suspension, QA1 double-adjustable front coilovers, Mountain Pass Performance rear components, power steering, four-wheel disc brakes, and American Racing 18” wheels. A 41-kWh lithium-ion battery pack is connected to a Thunderstruck Motors BMS, an EV Controls T-2C controller, an AEM CD-7 digital display, an Elcon 6.6-kW charger, and a J1772 port mounted in the trunk. This EV hot rod is now offered by the seller on behalf of the owner with uninstalled front fenders and a clean California title listing the car as a special construction with no model year.
The hand-laid composite body is styled after a 1933 Ford three-window coupe, and it was finished in gray at Ken’s Custom Auto Body of Marysville, California. Protective film has been applied to portions of the exterior, and details include rear fenders, mesh hood vents, LED headlights, and tunneled taillights as well as a polished grille insert, windshield frame, and side mirrors. The car is not equipped with a soft top.
American Racing 18” wheels have gray centers with polished lips and are wrapped in 245/40 front and 285/55 rear Michelin Pilot Sport 4S tires. The car rides on coilovers all around with QA1 double-adjustable units up front, and the rear assembly has been modified with Mountain Pass Performance components. Electric power steering has been installed, and braking is handled by four-wheel discs with 13” rotors and a Wilwood bias adjuster.
The cabin features heated bucket seats trimmed in black upholstery that extends to the center console, dashboard fascia, and door panels. Three-point seatbelts are provided, and gray carpets line the floor.
The steering wheel is mounted to a tilting column and sits ahead of an AEM CD-7 configurable display. The digital odometer indicates 1,800 miles.
An Elcon 6.6-kW charger is connected to a J1772 port mounted in the trunk.
The integrated electric motor, inverter, and single-speed transaxle were sourced from a Tesla Model 3 Performance according to the seller. Cooling is provided by a front-mounted radiator and a Tesla water pump.
Lithium-ion battery packs sourced from LG Chem are contained within custom-fabricated aluminum cases mounted in the engine compartment and on the underside of the chassis. A Thunderstruck Motors BMS and EV Controls T-2C controller manage 91 cell groups with a total capacity of approximately 41 kWh. The seller states that the driving range is around 150 miles.
The car is titled as a SPCNS with no model year using the California assigned VIN CA1187731.
This 1932 Ford Tudor sedan was built as a hot rod under previous ownership in the early 2000s before being acquired by the seller in 2015. The 350ci V8 is said to have been built circa 2012 and was paired with a 700R4 automatic transmission that was later fitted by the seller in 2019. The steel bodywork is finished in Glasurit Black and Deltron Silver and mounted over a Deuce Factory frame with a front drop axle, a Posies leaf spring, Aldan American shocks and coilovers, and front disc brakes. Styling elements include blue-outlined scallops, a chopped top, a Rootlieb four-piece hood, peep mirrors, running boards, and a filled roof. The car is equipped with a 9″ rear end, a Holley Sniper EFI, a roller camshaft, Edelbrock aluminum heads, headers, Cragar 15″ wheels, and front disc brakes. The cabin is trimmed in gray cloth and outfitted with Renault front bucket seats, air conditioning, power-operated front windows, a Sony cassette stereo, a Boyds billet steering wheel, and a Thunderbird-sourced bench seat. This Tudor sedan hot rod is now offered with a clean Colorado title in the seller’s name.
The Tudor Sedan body wears Glasruit Black and Deltron Silver Metallic paint with scallops and blue outline stripes, and the seller notes it rides on a Deuce Factory frame and stainless-steel floorboards. Styling details include a Rootlieb four-piece hood, a chopped top, shaved door handles, a high-mount third brake light, peep mirrors, and a hidden power-operated antenna along with full fenders, running boards, and a filled roof, radiator shell, and cowl vent. A dent on the left-rear fender, cracked finish on the left-front fender, and paint chips on the front of the car are noted in the gallery.
The car rides on a Superbell drop axle tube, a Posies Super Slide front transverse leaf spring, billet control arms, and a Mustang-sourced steering box along with a four-bar setup and Aldan American shocks up front. The four-link rear suspension is fitted with Aldan American coilovers.
Cragar 15″ Street Pro wheels are mounted with American Grand Turbo GT tires. Braking is handled by Camaro-sourced front discs as well as rear drums.
The Renault Alliance-sourced bolstered bucket seats wear gray cloth covers, and matching upholstery extends to the 1964 Thunderbird-sourced rear bench as well as the doors and rear panels. Appointments include power-operated front windows, air conditioning, aftermarket cruise control, an overhead console, and a Sony cassette stereo.
The Boyds billet steering wheel sits on a tilting column ahead of a black dashboard fascia with center-mounted VDO gauges. A Holley Sniper EFI module is mounted to the right of the instrument cluster. The five-digit odometer shows 34k miles, approximately 1k of which were added under current ownership. Total mileage is unknown.
The Chevy small-block 350ci V8 is equipped with Holley Sniper fuel injection, Edelbrock aluminum cylinder heads, a roller camshaft and rockers, a Ron Francis wiring harness, and MSD ignition. Block-hugger headers feed an H-pipe exhaust system with Flowmaster mufflers, and cooling is handled by an aluminum radiator and an electric fan. The seller notes the fuel pump was replaced in 2024.
Power is sent to the rear wheels through a four-speed 700R4 automatic transmission and a 9″ rear end with 3.50:1 ring-and-pinion gears.
The vehicle is titled in Colorado as a 1932 Ford using the VIN 3737739 as displayed on the plate above.
Honda is renowned for building vehicles that offer bulletproof reliability, sensible affordability, and impressive engineering. While many car enthusiasts may associate Porsche with raw power and luxury, Honda has quietly produced both stock performance icons and heavily tuned street legends capable of embarrassing much pricier rivals.
On the street or track, factors like weight, agility, and tuning potential often matter more than badge prestige. In fact, several Hondas—ranging from legendary Type R models to turbocharged Civics—have surprised even experienced Porsche drivers.
In the real world, where conditions aren’t always perfect, these Hondas can outpace, out-handle, and outshine their German counterparts.
The automotive world is no stranger to risk. Throughout history, countless car models have been labeled as missteps—seemingly destined to drag their brands into obscurity. Yet, some of these apparent disasters pulled off the impossible: they not only survived, but sparked a remarkable turnaround.
These vehicles, often met with skepticism or outright ridicule, became the backbone of their companies’ resurgence.
Automotive history is full of such unlikely comeback stories, where a single model changed the trajectory of an entire brand. As we explore these stories, you’ll see how fortune can favor the bold—even when the road seems destined for disaster.
In the world of cars, looks can be deceiving. Throughout automotive history, vehicles have rolled onto the scene only to be laughed at, doubted, or outright dismissed for their quirky designs, unusual proportions, or seemingly impractical concepts. Yet, time and again, these so-called “joke cars” have stunned critics and fans alike by delivering exceptional performance, groundbreaking innovation, or remarkable durability. Appearances often mislead—and some of the most unlikely models have rewritten the rulebook when it comes to capability and reliability.
This article celebrates 20 vehicles that turned skepticism into awe, proving that you should never judge a car solely by its cover.
In the world of automotive innovation, true breakthroughs rarely come from following the rules. Instead, it’s the rebellious designers and engineers—those who dare to challenge conventions—who ignite revolutions inside the most established car companies.
These corporate mavericks risk their reputations, and sometimes their careers, to push boundaries and deliver vehicles that defy expectations.
From radical concepts to mainstream legends, their stories prove that innovation thrives when the status quo is questioned.
Iconic cars are often born not in boardrooms, but in the restless minds of those willing to break the mold.
Automotive history is filled with vehicles that were once dismissed, ridiculed, or simply ignored. These cars, often the butt of jokes or symbols of budget driving, have experienced an astonishing reversal of fortune.
Driven by waves of nostalgia, growing rarity, and a newfound appreciation for their quirks, these underdog machines have transformed into coveted collectibles.
What was yesterday’s punchline in the parking lot is today’s auction star, with values skyrocketing as enthusiasts clamor for a piece of forgotten history.
The journey from mockery to admiration proves that, in the world of cars, every underdog has its day.
You likely rejoiced with the news last month that SB712 (Senate Bill 712), the “Leno’s Law” that sought to promote exemptions for classic vehicles in California, passed the state senate. However, after going through the Assembly Transportation Committee, the bill’s current state reflects several amendments that give a hint that the honeymoon may be over.
Shannon Grove, a state senator representing the countrified city of Bakersfield, introduced the bill earlier this year with sponsorship from everyone’s favorite car guy, Jay Leno. While most states offer smog exemptions for cars 20-25 years and older, California has a requirement that vehicles 1976 and newer must be smogged. (If you’re not a resident of California and you think smogging cars almost 50 years-old sounds crazy, you’re not alone.) Grove stated on her government website, “These classic cars are infrequently driven, carefully maintained, and make up only a fraction of cars on the road. They are typically owned for their historical significance and collector value. Exempting them from the biennial smog check would strengthen California’s ‘car culture’ by helping preserve these historical treasures.” Additionally, the bill would exempt older vehicles from being smogged upon transfer to a new owner, as all new owners of used cars must get their vehicle smogged—even if it was smogged a day before sale.
Image courtesy of www.sr12.senate.ca.gov
If you’re not from the Golden State, you may not be familiar with how smogging is done—it’s not done at the DMV but from certified technicians scattered throughout the state. It could be your local mechanic, for example. There is no consistency in pricing or service. Subjectively, as a former resident in the previous decade, it comes off as a money grab by technicians who prey on ignorant vehicle owners, no different than the common trope about any mechanic. When it comes to older cars, they require more intensive testing because there’s no “plug and play” aspect like with newer vehicles. According to Hagerty, the cost to smog an older vehicle can be upwards of $200—that is, if you find a smogger shop with the proper equipment. As Leno says, “It doesn’t seem right … to turn people into criminals because they can’t afford a newer car or they don’t want to drive a new car. Or they move here from Nevada with an older car and now they have to sell it out of state.” Leno is afraid that, just like the film industry being driven out of California by high taxes, the same can be said for the classic car industry—in a state that can lay claim to being the birthplace of hot-rodding.
This bill passed the California state senate on June 4, 2025, and then went before the Assembly Transportation Committee. Now, a month later, things have evolved to this: the amended bill will provide a gradual expansion of the biennial smog check exemption, which includes adding an additional 10 model years (to 1986) over the next five years. Additionally, to qualify for full exemption, a vehicle must have a historical license plate and hold collector vehicle insurance.
Image courtesy of GaiBru Photo
Spinning this in a most positive way, Grove says on her website, “For over two decades, classic car enthusiasts have worked alongside legislators to try and expand the number of classic vehicles eligible for a full smog check exemption, but every effort has stalled before making it through the legislature. If Leno’s Law is passed and signed, even if it is not exactly what we originally wanted, it provides 10 additional vehicle model years and is a step towards protecting classic cars as a part of our history.”
From a Negative Nancy perspective, lemme ask my dad or, better yet, Performance Registration & Insurance, a California company offering vehicle registration, title transfers, insurance, and even specialized assistance with JDMs. This is the company’s well-written response on Instagram:
A once-promising piece of legislation aimed at supporting California’s vintage car community has been substantially weakened. SB712, originally introduced to exempt hobbyist vehicles aged 35 years and older from the state’s stringent visual emissions inspections, has been amended to the point where its benefits are now severely limited.
Under the revised version of the bill, exemptions will apply only to vehicles manufactured up to 1981, and even then, only if they carry both collector car insurance and special historical vehicle license plates. Additionally, while a rolling exemption will be implemented, it will cease at model year 1985—dramatically limiting the scope of vehicles that could have benefited from the bill’s original intent.
Image by Leah Funk
What was once seen as a rare bipartisan opportunity to offer meaningful support to automotive hobbyists and collectors has been reduced to a narrowly focused measure. Enthusiasts had hoped for a broader and more inclusive reform, and the scaled-back provisions now feel like a missed opportunity.
The legislative backpedaling has left many in the community disheartened. Instead of the substantial relief many hoped for, the bill’s current form offers only limited reprieve—raising questions about whether it still provides enough value to justify continued support.
Is there any recourse? Any word from Jay? Stay tuned!
The automotive media occasionally rubs it in when they show us a wagon that is being introduced in Europe but won’t be available in the U.S. Ever see the Volkswagen Arteon Shooting Brake? That gorgeous wagon never made it to America. And when was the last time the BMW 3 Series wagon was available in the continental U.S.? It’s available in M3-spec too! Now, Mercedes-Benz introduces a new CLA Shooting Brake, and while it’s not going to appear on our continent, we still want to poke our eyes out.
Americans have never fully embraced the Mercedes CLA, which was the first FWD to appear on our shores. The entry-level Benz comes off as being dumbed down for the masses, lacking much of the moxie that makes Mercedes a vaunted brand. Its proportions came off as somewhat awkward since Mercedes-Benz appears to have applied the CLS styling—the sensational coupe-like sedan debuted over 20 years ago already—to a FWD platform. There were even AMG variants putting out crazy horsepower from a 355-horsepower 2.0-liter twin-turbo four (later updated to 375). Mercedes did offer a Shooting Brake variant (admittedly, to these eyes, as awkward as the sedan) but the U.S. was never a recipient.
Sales peaked at close to 30k in calendar year 2015 but, four years later, with the advent of the second-generation CLA, it was less than half that. The proportions settled into something that looked less awkward—dare I say attractive—and the AMG variants offered even more horsepower (up to 420), but an entry-level version (AMG CLA35) with 302 horsepower was new. Once again, a Shooting Brake was offered, looking much better than before, but Americans were blacklisted from buying one.
Image courtesy of Mercedes-Benz
This past May, Mercedes introduced the third-generation CLA. It stands as the first Mercedes-Benz product with both ICE and EV versions featuring identical designs, as previously the Mercedes’ EQ series of EVs have had a distinct look. Much of that look has been hoisted upon the CLA, especially the piece of trim that connects the headlights together and the benign bar-of-soap designed to cheat the wind at the expense of style. The overall effect is disturbing to the sensibilities of those who eschew toasters-on-wheels. Mercedes calls the design language “Sensual Purity,” which comes off like something I once read from “1984.” It’s an unfortunate amalgamation of goofy EQ-inspired design with the rear styling from the late Lincoln MKT.
“The new CLA Shooting Brake is designed for those who appreciate the dynamism of a sporty vehicle but don’t want to compromise on space and practicality in everyday life,” ruminates Mathias Geisen, a big guy at Mercedes-Benz Group AG with a title so long, you may nod off. “It combines intelligent technology and efficiency to deliver a fresh, engaging driving experience. For our customers, this means more space for individuality, travelling and for their own personal lifestyle.”
The CLA uses the company’s Mercedes-Benz Modular Architecture (MMA and, no, Conor McGregor is not a new sponsor). “[It] is proof of the innovative strength of Mercedes-Benz. It has been designed in such a way that all four models of the new vehicle can be flexibly built on it—both with electric drive and with a high-tech hybrid combustion engine.” This reduces complexity and adds economies of scale.
Image courtesy of Mercedes-Benz
Unbeknownst to you, this is the first electric Shooting Brake in Mercedes’ lineup. “Panoramic roof and illuminated starry sky set a new benchmark in this segment,” the automaker claims. The upside is that cruising range of 472—quite impressive in today’s market. Also worth noting is the new steering wheel of the CLA Shooting Brake offers improved ergonomics and intuitive operation, with Mercedes‑Benz reintroducing rocker switches and rollers on the steering wheel (props go to customers who made the request).
This redesigned model has yet to hit American dealers, but that’s quite alright because a 48-volt hybrid is still waiting in the wings, planned for a debut early in 2026. Who else but the Germans would integrate an electric motor into the transmission (we suggest leasing, not buying). While reports of the wagon’s death are grossly exaggerated, the redesigned CLA Shooting Brake may be one we won’t miss.
When an automaker releases a completely reworked version of a beloved model, it faces a nearly impossible challenge. It must improve the vehicle in every way but keep the unquantifiable things that people loved about its predecessors; change every physical part yet preserve the machine’s soul. Toyota made that balancing act even more difficult by waiting 15 years to release the all-new sixth-generation 4Runner because the expectations for something completely new yet instantly familiar kept growing in that time.
Photo by Maclaine Morgan
With its chunky, block-ish bodywork, the 2025 Toyota 4Runner certainly bears a resemblance to the 2010-2024 model, but the similarities end there. Everything about the N500 version is new. The trim level range is broader than ever and includes the new luxurious Platinum and overlanding-focused Trailhunter models. Like the Tacoma, Tundra, Land Cruiser, and Sequoia, the 2025 4Runner rides on the TNGA-F platform. Toyota did what many manufacturers have done in recent times and replaced the outgoing 4Runner’s naturally aspirated V6 with a smaller, turbocharged engine—in this case, an i-Force 2.4-liter inline-four (an i-Force Max hybrid with the same engine is also available), which is connected to a much more modern eight-speed auto. Inside, the cabin has received a total overhaul in the form of digital gauges, larger center touchscreen, wireless Android Auto and Apple CarPlay, and the Toyota Safety Sense 3.0 suite of safety and driver assistance features.
Prices for the new 4Runner start at $41,270. According to the window sticker, our Limited 4X4 review vehicle had a base MSRP of $57,400. With the addition of automatic power running boards, roof rail cross bars, the Tow Tech Package, third-row seating, and other small options, our press loaner had an as-tested price of $62,625.
The last 4Runner was undeniably dated but still so popular that Toyota’s willingness to keep producing it was simultaneously frustrating and completely logical. In many ways, the 2025 version is significantly better, as it should be. In a major way, the last-generation model was a one-dimensional vehicle: it was fun to take off-road and get dirty, but driving it on pavement to get there was dreadful because it was sluggish, bumpy, and thirsty.
Photo by Maclaine Morgan
A lot has changed in 15 years. The Limited’s Adaptive Variable Suspension was civilized and did a great job of controlling its rebound from bumps in the road but, to some degree, it was always clear the 4Runner is still a body-on-frame vehicle. That ruggedness was immediately apparent inside the cabin. All of the major touchpoints were what you’d expect in an off-road SUV. The rim for the four-spoke steering wheel that’s in front of the 12.3-inch digital gauge cluster was thick and beefy. There was no dial or button for shifting into gear—just a hoss, chunky lever. Below the 14-inch infotainment touchscreen, large, industrial-style dials adjust the volume for the 14-speaker JBL audio system and the dual-zone climate control system. The textured HVAC switches and grab handles make the Limited, one of the most on-road-biased 4Runner models, feel more adventurous.
Legroom in the fold-and-tilt second row was plentiful for someone of my height (5’10”). In contrast, the optional third row’s limitations made themselves known immediately. Sitting back there forced me to sit with my knees at an uncomfortable height, with the top of my head brushing the headliner and the rear hump where the ceiling curves down toward the power rear window. Children should be fine back there, but average-sized adults will not enjoy the experience, especially during long trips. When raised, the third row only leaves 12.1 cubic feet of cargo space, so everyone will need to either pack extremely light or stuff their clothing and gear into a rooftop cargo carrier.
Photo by Maclaine Morgan
The switch from the trusty V6 to the turbo I4 increased horsepower only slightly, from 270 at 5,600 rpm to 278 at 6,000. However, torque shot up significantly, jumping from 278 lb-ft at 4,400 rpm to 317 at a much lower 1,700 rpm. Not only do these improvements make the 4Runner feel peppier, but they also made it a more complete vehicle. It no longer has to be whipped to seem motivated. Driving it on the road is actually fun and enjoyable.
On paper, the turbo four is much more efficient than the big V6, delivering up to 20 miles per gallon in the city, 24 on the highway, and 21 combined—increases of four, five, and four, respectively. In reality, the new engine gulped nearly as much fuel as before, delivering an average of only 17.9 mpg over 467 miles.
Photo by Derek Shiekhi
Despite being skewed toward on-road performance, the 4Runner Limited is still capable over rough terrain. Out on desert trails, the full-time four-wheel drive system, locking center differential, and Dunlop Grandtreks has no problem maintaining traction. There is no Crawl Control to call upon, but shifting into L4L and bumping the transmission into first gear helps prevent the 4Runner from barreling down steep slopes.
Photo by Derek Shiekhi
Descending into a rocky creek bed only used a portion of the 22-degree departure angle; climbing out of it left plenty of the 18 degrees of approach angle in reserve. The 4Runner’s 8.8 inches of ground clearance proved to be more than enough to keep its vulnerable parts out of harm’s way.
Photo by Maclaine Morgan
More than once during my time with the 4Runner, I lowered all the side windows, opened the sunroof, and dropped the rear glass before I hit the road, something many 4Runner owners have probably done for decades. They were short, mundane drives, but they felt more special partly because of that signature rear window and the extra ventilation it provides. As I have mentioned in an earlier piece, I grew up in a Toyota family, one that loves 4Runners to this day: my dad has two third-gens and my mom has one too. I’ve now driven three generations of the Toyota icon, including the TRD Off-Road Premium and TRD Sport models from the last generation. The 2025 Limited stays true to the 4Runner’s heritage as a handsome, solid rig that inspires a sense of adventure. Thanks to one of its most radical changes, the new 4Runner is something that its ancestors weren’t: as enjoyable on pavement as it is on rough terrain. Well, almost as enjoyable—4Runners belong off-road.
To see the 2025 Toyota 4Runner Limited 4X4 in action, be sure to watch my colleague Luke Lamendola’s video review below.
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