There are some colors that just look awful on a vehicle (anything you can call “baby-poop yellow” doesn’t belong on even the lamest of machines). But then there are colors that look great because of the bodywork they cover and the context in which they exist. A great example of this is the brown Ferrari I recently saw.
Back in September, I highlighted a 1972 Ferrari 365 GTC4 listed on ClassicCars.com as a Pick of the Day. Even though I was looking at it through a computer screen, I could tell it was a beautiful machine with the right combination of sexy curves and dramatic lines. Earlier this month, I saw another 365 GTC4, but this time it was light brown (Marrone Colorado, if I’m not mistaken) and I was able to admire it up-close. I consider myself fortunate to have had that opportunity because Ferrari only produced approximately 500 of those stunners from 1971 until the autumn of 1972 (unfortunately, I wasn’t able to snap a picture of it).
1971 Ferrari 365 GTC4
After I somehow managed to pull my eyes away from the Italian 2+2’s slinky lines, I started thinking more about its earth-tone finish and automotive paint colors in general. The 365 GTC4 would look great in almost any color (except baby-poop yellow, of course), but there was something about its brown paint that made it even more attractive. Yes, it was a nice shade, but I think context had a lot to do with it, too.
Ferrari Enzo
First, there was the context of Ferraris and the colors they typically wear. If you happen to spot a Ferrari while you’re out and about, especially one of a certain age, there’s a good chance it’s going to be covered in some shade of red. According to a March 2018 article from Ferrari Magazine, “At its peak in the early 1990s, a remarkable 85 percent of all Ferraris built were painted red. Even today, the figure is 40 percent. There is one shade of red in particular that sears out of Ferrari’s colour swatch catalogue: Rosso Corsa, which translates as ‘Racing Red’.” Marrone Colorado was completely unexpected. It not only made the 365 GTC4 stand out (more than a classic Ferrari already does), but it also made it seem even more exotic.
Then there was the context of brown itself. It’s typically not an exciting, attractive color for cars, particularly those made for high performance. I associate it with ’70s land yachts and ’80s econoboxes. The brown 365 GTC4 I came across was shocking at first, then alluring.
1985 Ferrari 308 GTSi Quattrovalvole (Photo by Dustin W. Johnson)
Right now on AutoHunter, you can find this restored 1968 Chevrolet Camaro Sport Coupe, which is equipped with a 396ci V8 and a three-speed automatic transmission. Features include power steering and power front disc brakes. Finished in yellow metallic over a white vinyl interior, this first-generation Camaro is now offered by the selling dealer in Los Angeles with a clear title.
Originally LeMans Blue, the body was repainted yellow metallic and accented with black nose and side stripes during a nut-and-bolt restoration. Exterior features include replated chrome, an SS-style hood, a driver-side mirror, replacement weatherstripping and window felts, a body-color rear spoiler, and dual exhaust outlets.
Rally wheels look great on Chevy vehicles, especially Camaros. This one has 15-inch Rally wheels wrapped in 205/60 BFGoodrich Radial T/A raised-white-letter tires. If you look through the slots, you’ll see front disc and rear drum brakes, which are connected to a dual-circuit power braking system.
Like the exterior, the interior’s color was changed, going from Parchment to white vinyl. Features include power steering, bucket seats, faux wood trim, a Blaupunkt AM/FM/cassette radio, and a center console with a horseshoe-style automatic shifter.
The gauges keep things simple – there’s a 120-speedometer and a fuel gauge. The odometer shows 45,574 miles.
According to the selling dealer, only 1,000 of those miles have been put on the 350-horsepower 396ci V8 under the hood. The engine is connected to an Edelbrock four-barrel carburetor, Edelbrock intake manifold, and Hooker headers. It sends power to the road through a three-speed automatic.
If this 1968 Chevrolet Camaro Sport Coupe’s bright paint doesn’t draw attention out on the road, the sound of its exhaust will. You’d better pay close attention to your calendar if you want to make this your next car because the auction ends on December 1, 2025, at 2:15 p.m. (MST).
Among serious Italian car collectors, vehicles from Lancia are among their favorites. The reason is not because they are better-looking cars or that they are the fastest cars (they are not). It is more about the way Lancia built them. The most often-heard statement is that a Lancia is built like a fine Swiss watch, with precision and using the best materials available. In a 1967 review, Road & Track magazine called the Fulvia, “A precision motorcar and an engineering tour de force.” The Pick of the Day on ClassicCars.com is one of these amazing cars, a 1973 Lancia Fulvia located at a dealer in Aiken, South Carolina.
The Fulvia, with the exception of the Stratos, was the last car that the company designed during the pre-Fiat owned era of the company, and its popularity today is largely due to the fact it was the model with which Lanica decided to reenter racing competition. After having left F1 in the 1950s, Lancia reentered the world of racing with the Fulvia in 1965 – this time in the realm of rallying. The Fulvia was instantly successful, especially in 1972, when it won the International Championship for Manufacturers, which included a win at the legendary Monte Carlo Rally. While many people equate the Stratos as the company’s biggest moment in rallying with the winning streak of WRC titles in 1974, ’75 and ’76, it was the Fulvia that paved the way for this success.
The seller describes this 1973 Fulvia as a way to step back in time to the golden age of Italian automotive engineering. Finished in red with a black interior, it combines the Fulvia’s nimble handling, advanced engineering, and timeless styling, and represents the epitome of Lancia’s commitment to innovation and craftsmanship.
Looking at the photos, it appears to be a great example of a driver-level Series 2 Fulvia. The paint looks to be in nice shape, and the interior is mostly correct, with the exception of the door cards, which were re-covered with an incorrect pattern by an interior shop at some point. The only change I would make to this Fulvia would be to order a pair of the correct door cards and install them, as they are quite nice. An entire set costs less than $1,000 and makes the car’s interior look that much nicer.
According to the description, this Fulvia is powered by its correct 1,298cc V4 engine that produces 90 horsepower. It is backed by its factory-correct 5-speed manual transmission, and the combination offers an engaging and responsive driving experience.
Recent services on this Fulvia included suspension, brakes, coolant system, fuel system and complete tuneup, totaling more than $11,500. This Fulvia is now said to be road-ready.
When you drive a Fulvia to a show in the U.S., it immediately draws a crowd. It is the kind of car that attracts enthusiasts who understand just how special these vehicles are. In addition, the Fulvia is the last truly affordable Lancia, and prices remain pretty reasonable. This specific Fulvia is being offered for only $23,980 and represents a true Italian masterpiece for less than the cost of a Certified Preowned Honda Accord.
This trend of being affordable is not likely to last forever. If you have always wanted a very special Italian car respected by just about every hardcore enthusiast in the European end of the hobby – and also (unlike many cars) delivers on that legendary status with a great driving experience – then you might want to seriously consider adding this Fulvia to your garage.
Have you been wanting to purchase a Honda SUV, but waiting for the right time to buy it? That time may just be the 2026 model year, which brings an updated CR-V and an all-new Passport. The 2026 Honda Pilot also receives several significant upgrades to its styling, interior, and infotainment and safety features.
2026 Honda Pilot TrailSport
Now in its fourth model year, the fourth-generation Pilot is due for a refresh. All trim levels (Sport, EX-L, Touring, TrailSport, Elite, and Black Edition) receive a larger grille and redesigned front and rear scuff plates with grade-specific colors. The Pilot Touring, Elite, and Black Edition trims ride on restyled 20-inch wheels. Roof rails and a power liftgate are standard equipment across the range. Three options join the palette of available colors, which now includes the TrailSport-specific Ash Green Metallic.
2026 Honda Pilot Elite
Thanks to a variety of improvements, the Pilot’s cockpit is quieter and more luxurious. Semi-tempered door glass, door insulators, a new hood insulator, and other sound-absorbing measures reduce engine, road, and wind noise by 2-3 decibels in certain frequencies. Pilot TrailSport and Touring models are available with the choice of brown leather upholstery; diamond-quilted Ultrasuede seat accents help the Elite look even more upscale.
2026 Honda Pilot Elite
Every Pilot trim level comes with a new 10.2-inch digital gauge cluster (a 43-percent increase) and a new 12.3-inch touchscreen (a 37-percent expansion) with updated software for better performance. That larger infotainment display provides access to wireless Apple CarPlay and Android Auto connectivity, Google built-in, and a 5G Wi-Fi hotspot. The Honda Sensing assortment of safety and driver assistance features (which includes technologies such as the Collision Mitigation Braking System with Pedestrian Detection, Road Departure Mitigation with Lane Departure Warning, and Adaptive Cruise Control) is joined by a new addition: Post-Collision Braking, which was designed to prevent the Pilot from hitting other vehicles after an accident.
2026 Honda Pilot TrailSport
Expect to see the new and improved 2026 Honda Pilot on dealership lots starting in December—and our review sometime in 2026.
Have you ever approached a car at night, only to realize its taillights were not on? But then, once you pass, you can see that the headlights were illuminated. What gives—were the taillights broken? Chances are it was simply a case of a clueless driver.
Cars are so much better than they were before, it ain’t even funny. I remember hopping in Mom’s car for a doctor’s appointment, only for the car to fail starting, and for me to reschedule my appointment. Those carbureted days are long gone! Yet while cars have improved, have drivers followed suit? Hard to quantify, but we do live in a world with a multitude of distractions.
There are several explanations why someone would drive with the taillights off (and, hence, the headlights not fully illuminated):
Don’t drive at night like this! (Image courtesy of Wikipedia)
Cluelessness: Most new cars have an automatic headlight feature that turns on the lights at dusk. If the switch was properly set to Automatic, the scenario described would not happen. As it often happens, the switch is on Off, which leads us to . . .
Cluelessness: Daytime driving lights make people think their headlights are on in dusk.
Cluelessness: The illumination coming from modern dashboards can make one think the headlights are on.
Drivers have the responsibility to be in control of their vehicle and to drive with deliberate purpose. When a person does not turn on his/her headlights, the road becomes less safe. If you have a modern car, why not adjust the setting to Automatic?
(It also should be mentioned that, every time you take your vehicle for servicing, recheck the headlights switch to ensure they turn on automatically.)
While we are on the topic of headlights, maybe a reminder is in order? When it rains, turn on your headlights!
Ford called the Mustang Boss 302 pony car a “ground groover,” adding, “Boss 302 is a pavement-hugging, corner-stopping, flat-riding, curve clinging road lover.” Featured on AutoHunter is one such 1970 Ford Mustang Boss 302. It is being sold by a dealer in Gladstone, Oregon, with the auction ending on Tuesday, November 25, 2025, at 12:45 p.m. (MST).
According to the selling dealer, Affordable Classics, the car has had just one owner for about the last 50 years. The body was repainted in 2015, and exterior features include a chin spoiler, chrome bumpers, Boss 302 striping, sport side mirrors, and rear window louvers. The 15-inch Magnum 500 wheels are shod in 235/60 Toyo tires. Based on the photos—including those of the undercarriage—this Boss has been loved and preserved throughout life.
One of the most interesting dimensions of classic car history is classic dealership history. Some of our readers may remember a story I wrote about a Chevrolet dealership in Utah that was in operation in the mid-1950s. The Marti Report included in the listing for this Mustang summarizes the details on the car’s configuration and its earliest days. It was first delivered to Valley Ford Sales in Yakima, Washington. That same dealership is still in operation 55 years later, and it even remains at the same street address. One treasure I found during a dive into the dealership’s history was a period photograph taken during the 1970s—check it out, complete with Boss Mustangs out front.
Back to the Marti Report, we see that this Boss’ original option list included the Convenience Group, belted white-letter tires, power steering, an AM radio, and deluxe seat belts. The car was manufactured at the Dearborn plant “on time”/as scheduled on Tuesday, January 27, 1970. Things must have been running efficiently that week! The car was one of 2,812 units manufactured with its paint and trim codes for the 1970 Mustang SportsRoof.
Under the hood is a 290-horsepower G-code 302ci-4V V8 that uses the car’s original block, four-barrel carburetor, and dual-point distributor. A four-speed wide-ratio manual transmission and 3.50 conventional rear axle send power to the rear. Finally, power-assisted front disc brakes help bring the car to a reasonable and prudent speeds after spirited drives.
Wouldn’t it be fun to take this pony car back to Valley Ford—55 years later—to see what kind of reactions it would evoke?
When director Richard Donner died in 2021, he left behind a legacy of beloved films that included “Superman,” “The Goonies,” and “Lethal Weapon.” He also left behind something automotive enthusiasts will remember: a collection of vintage cars, such as a 1965 Porsche 356 SC Cabriolet and 1955 Rolls-Royce Silver Dawn. Another vehicle from that assortment is our Pick of the Day: this 1949 Buick Roadmaster Estate Wagon that is listed on ClassicCars.com by a dealer in Concord, North Carolina.
Just like his movies, Donner’s cars are classics. As an American “woodie” wagon with a straight-eight under its hood, this Roadmaster is a great example. Just look at it—the chrome grille and bumpers, Buick’s soon-to-be-signature Ventiports, bright trim (but not too much!), and whitewall tires. The two-tone woodwork highlights the greenhouse and the graceful slant to the rear end, and makes it clear that this Buick came from an era in which woodies were made with trees, not vinyl panels.
Some vehicles are more visually striking on the outside than they are on the inside, but this Roadmaster is not one of them. The handsome maroon on the body extends to the dashboard, which houses gorgeous gauges with ribbed silver dials and gold numbers and markers, and the original push-button AM radio. There’s also more two-tone wood trim on the door panels; between those are two rows of bench seats that were reupholstered in a shade of tan vinyl that coordinates perfectly with its surroundings.
Even the cargo area is beautiful. When’s the last time you said that about a modern car? Everything there, from the back of the second-row bench to the load floor to the tailgate’s inner panel, is covered with wood panels connected by metal strips. And check out out those latches!
The long, domed hood covers a Fireball 320ci straight-eight that was factory-rated at 150 horsepower. A two-speed Dynaflow automatic channels the Fireball’s power through the rear end to get this classic cruising.
Aside from its looks, the beauty of this 1949 Buick Roadmaster Estate Wagon is that it’s a part of Richard Donner’s legacy that can be enjoyed by the driver, passengers, and even onlookers everywhere it goes—not just on a screen. You can make this piece of postwar automotive and Hollywood history yours for $81,995.
Ever hear of the Griffith? It was a TVR that received a Ford small-block transplant and performed like a Shelby Cobra. The Long Island-based operation handled the conversion of British-built TVR Granturas from 1964-67 until a dock strike crippled importation and, hence, the business. Yet so remarkable was the endeavor that TVR called a subsequent, Rover V8-powered model “Griffith.”
Image courtesy of Supercar Weekend
Today, we can mark the moment where both the manufacturer and the model will be making another stab at returning to the market, as Car and Driver reports that an infusion of cash from Charge Holdings is the impetus needed to bring the V8-powered TVR Griffith to production. Though the company (in one of several iterations) has not built a car since 2006, it most certainly had tried—in 2017, the TVR Griffith was unveiled at the Goodwood Revival, powered by a Ford Cosworth 5.0-liter V8.
Image courtesy of TVR
If 2017 seems like a long time ago, you wouldn’t be alone. Past . . . well, current plans call for a 500-horsepower Ford V8, though it’s worth noting that Charge Holdings used to own Charge Cars, a company that turned 1967 Mustangs into EV restomods (with blessing from Ford, no less).
Image courtesy of Supercar Weekend
If TVR can get itself off the ground, can we see an EV in TVR’s future? That seems to be the trend for future-thinking boutique manufacturers. However, oweHHhthis is not TVR’s first rodeo, so we expect the basics to fall into place first. For now, let’s celebrate the fact that a V8-based sports car may be what this world really needs.
It’s no mystery that SUVs are popular these days—just count how many you pass on the way out of your neighborhood. But over the past several years, a shift has taken place in that segment of the market, one influenced by American buyers’ love of adventure and off-roading. Not only has this benefited dedicated body-on-frame vehicles, but it has also left its mark on vehicles that were once strictly soft-roaders designed for gravel trails and the occasional patch of slippery terrain. That’s why you see Hyundai SUVs that look like Land Rovers and more “mall crawlers” with low-level off-road tech. And it explains the existence of the 2026 Honda Passport TrailSport Elite we recently tested.
A LONG PATH
You may remember the first two generations of the Honda Passport from the 1990s and early 2000s, when it was essentially a badge-engineered Isuzu Rodeo. After a long hiatus, Honda introduced a second-generation Passport for the 2019 model year. Three years later, Honda went into uncharted territory with the first-ever Passport TrailSport, which was “created for active buyers who thrive on adventure.” It came equipped with torque-vectoring i-VTM4 all-wheel drive and 8.1 inches of ground clearance but, otherwise, the TrailSport treatment was largely cosmetic. Fortunately, it was just the start of the path Honda was heading down. The automaker promised that “the off-road capability of the Passport TrailSport will increase further with possible future upgrades such as more aggressive tires and off-road tuned suspension.”
PASSPORT RENEWAL
That brings us to the 2026 Passport, which is all-new from the tires up to the stronger roof rails. It’s based on a significantly stiffer new chassis with a 2.7-inch longer wheelbase, and 1.3-inch wider (front) and 1.5-inch wider (rear) tracks. Everything around it is new as well, including the front suspension, multilink rear suspension, and larger disc brakes. The second-generation torque-vectoring i-VTM4 system’s rear drive unit has a 40 percent higher torque capacity and responds 30 percent faster. The boxy body covers a quieter, roomier cabin equipped with standard fatigue-reducing Body Stabilizing Seats in the first row, a 10.2-inch digital instrument cluster, 12.3-inch infotainment touchscreen with wireless Android Auto and Apple CarPlay, and wireless charging pad. Better camera and radar coverage, and new features (such as Traffic Jam Assist and a Traffic Sign Recognition System), join the Honda Sensing suite of safety and driver assistance technologies.
The all-new DOHC 3.5-liter V6 with higher-pressure direct fuel injection and Variable Cylinder Management generates 285 horsepower and 262 lb.-ft. of torque, making it the most powerful V6 Honda has ever offered in the U.S. Honda pairs that with the Passport’s first-ever 10-speed automatic.
There are three basic tiers to the Passport’s trim levels: RTL, TrailSport, and TrailSport Elite, but there are variations of each of those, including the RTL Towing and Blackout versions of all three. Prices start at $44,750*. Our TrailSport Elite had an MSRP of $52,450, which included the $455 TrailSport-exclusive Sunset Orange paint; total as-tested price was $54,355.
MORE THAN BADGES AND TRIM
Given that the 2026 Passport is based on unibody architecture and doesn’t have low-range four-wheel drive or a locking differential, it’s easy to assume that it’s a poser with its blockish bodywork, chunky rocker panel trim, and beefy tires. True, the Passport is no Jeep Wrangler, but it’s not supposed to be. Plus, there’s function to its form—and strategy behind it. Much of that strategy was focused on protecting the TrailSport from Mother Nature. Steel skid plates guard the oil pan, transmission, and gas tank. To keep the TrailSport from scraping its chin, Honda shortened the front overhang and increased the approach angle to 23 degrees. The breakover and departure angles are down slightly from the 2025 model’s figures (to 16.7 and 23.1 degrees, respectively), but engineers tucked the exhaust tips behind the rear bumper so they don’t get crunched on rocks. Honda even went as far as equipping the attractive two-tone wheels with sunken valve stems to prevent them from getting mangled and leaking air.
Protection is important, but so is progress. The TrailSport’s all-terrain rubber (275/60 General Grabbers) was a no-brainer. Reduced stabilizer bar rates boost the suspension’s articulation while the tuned dampers with lower compression and higher rebound damping strike a balance between pavement and trail performance. All Passports have i-VTM4 all-wheel drive, but only the TrailSport models have integrated “trail torque logic” for the rear end. In certain conditions, such as when one tire has grip and the other is in the air, the feature sends up to 75 percent of available power to the tire with the most traction and the remainder to the other tire so that full power can be applied immediately once both of them hook up with solid ground. If the going gets a little too rough, there are recovery points at the front—including one integrated into the engine/transmission skid plate—and rear.
INNER PEACE
The TrailSport’s cabin shows a similar level of focus. Trail, Sand, and Tow modes bring the total number of available drive modes to seven. Keeping an eye on the TrailSport Elite’s extremities is easier thanks to its standard TrailWatch camera system, which provides wide shots of the front and rear ends, a birds-eye perspective, and side views. Off-road gauges in the instrument cluster show the TrailSport’s elevation, and pitch and roll angles.
Luckily, that dedication didn’t come at the expense of comfort or convenience. The TrailSport Elite offered plenty to like in both rows of its Brown perforated leather seats. The design of the door panel trim looked straight out of a high-end furniture store. All the major controls were laid out well and easy to reach. The metallic knobs for the automatic climate control system looked as nice as they felt.
Accommodations in the second row were surprisingly generous. Headroom and legroom were plentiful. It was almost impossible not to dial in the perfect temperature because there were manual side sunshades, a dedicated climate zone, and heated outboard seats. Lowering the back row increased the TrailSport’s cargo capacity from 44 to 83.2 cubic feet—more than enough to carry a 51 x 17.5 x 29-inch chest of drawers to a Goodwill donation center.
LAID BACK
On the road, the TrailSport’s lack of body-on-frame construction and solid axles was its greatest advantage. Even with all-terrain tires and an off-road suspension, the TrailSport had a comfortable, floaty ride. The steering was similarly relaxed, going from feeling like it was in molasses to firm and heavy the more I turned the wheel. It was so easy to modulate the brakes that it was hard to discern the bite point in the pedal’s swing of travel.
The Passport’s V6 is based on a new block, topped with new cylinder heads, and filled with a new crankshaft and pistons. Despite those changes and its milestone output levels, the engine reminded me of the old V6 in the 2025 Ridgeline TrailSport we reviewed earlier this year. It never felt underpowered, but it didn’t feel all that enthusiastic, either—it was a bit sleepy. Fortunately, the 10-speed auto was relatively quick about jumping down a gear or two to wake it up, especially in its sport setting. Another plus was that the new engine lived up to its fuel economy ratings. Officially, it’s capable of returning 18 mpg in the city, 23 on the highway, and 20 combined—my colleague Luke Lamendola and I averaged 22.8 mpg over the course of 434.9 miles.
To learn even more about the 2026 Honda Passport TrailSport, check out Luke’s full video review below.
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This custom roadster is claimed to have started as a 1928 Model A Tudor sedan that was built around 10 years ago. The roof was removed and the windshield was cut down, and the shortened body was mounted on ’32 frame rails. The suspension features a dropped front end, body-color wishbones and ladder bars, and adjustable rear coilovers, and the Chevrolet 350ci V8 is linked to a three-speed automatic transmission. The car rides on staggered tires mounted on black-painted steelies, and it has headers, a dual exhaust system, front disc brakes, a banjo-style steering wheel, Classic Instruments gauges, and burgundy upholstery. Acquired by the selling dealer in 2025, this custom Model A is now offered in Delaware with spare parts, a car cover, and a clean Kentucky title.
The selling dealer believes the steel body was modified around 2015. The roof was chopped and the rear was shortened, and it is mounted on a ’32-style boxed frame.
The car rides on staggered tires mounted on black-painted 15″ wheels. The front end has a drop axle, body-color wishbones, hidden torsion bars, tube shocks, a Panhard bar, and discs, and out back are ladder bars and adjustable coilovers.
The contoured bench, side panels, and cabin surround have burgundy upholstery. A second seat for taller drivers is included.
A banjo-style wheel was fitted along with Classic Instruments gauges. The 17k miles indicated is believed to represent the distance driven since completion of the build.
The 350ci V8 has Flowtech headers linked to a dual exhaust system. The oil was changed in 2025.
The three-speed automatic transmission is linked to a Ford rear end.
The car is titled as a 1928 Ford A using VIN A594331.
