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Everybody loves a Jeep! But that affection is sometimes conditional…

The Wrangler is now in its fourth generation, with the best-selling current JL-chassis version having been on sale since 2018, and facelifted for 2024. This model –the one everyone pictures when they hear the word “Jeep”– has World War II origins, but it debuted in this form for 1987 with the YJ-chassis Wrangler, built through 1995. While the YJ offered more comfort, stability, and modernity than the long-serving yet controversial CJ, it was vilified by the hardest of Jeep’s hardcore fans primarily for the nontraditional appearance of its front end, courtesy of a pair of rectangular sealed-beam headlights (plus matching secondary lighting) flanking a kinked grille. The modernized 4×4 was lower, wider, and handled better on the road than its predecessors, making it better suited to the carlike everyday use its owners were subjecting it to. Indeed, forthcoming Wrangler variants would bring new meaning to this Jeep once allegedly called “America’s Sports Car.”

Something Borrowed, Something New

The new Jeep was released to the public the year that Chrysler bought the brand as part of its purchase of American Motors, and AMC had worked very hard to engineer it with capability befitting the marque. The Wrangler used Jeep’s Command-Trac selectable 4WD system and could be ordered with two AMC-sourced engines: a fuel-injected 2.5-liter/150-cu.in. (117 hp/135 lb-ft) inline-four mated to a five-speed manual or a carbureted 4.2-liter/258-cu.in. (112 hp/210 lb-ft) inline-six paired with the five-speed or optional three-speed automatic. The much-loved, fuel-injected 4.0-liter (180 hp/220 lb-ft) inline-six came online for 1991 when the newly multi-port-injected four made 123 hp/139 lb-ft; the roll cage structure was redesigned for 1992 to offer an upper mounting point for rear shoulder harnesses; anti-lock brakes became available for 1993; and the automatic could be paired with the four-cylinder for ’94. Wrangler buyers could choose many different trim levels, including the bold Renegade, the upmarket Laredo and Sahara, the Islander, and the Rio Grande. They could have half or full hard doors, folding soft or removable hard tops, and a plethora of accessories to enhance the off- and on-road Jeeping experience.

The Hemmings Marketplace is home to a good many Jeep Wranglers, and these two collector-quality YJs beg the question- can you embrace the Eighties styling and recognize the goodness within these modern classics?

1987 Wrangler 4.2 I-6

This first-year Wrangler features the torquey inline-six engine and column-shift automatic, retrimmed seating with a center console, and it’s been accessorized with aftermarket wheels, body-trim brightwork, a bikini top, and a CD stereo, and more.

From the Hemmings Make Offer listing:

The seller purchased the Jeep in October of 2016. It was already a spectacle show-type Jeep. The restoration was performed in 2012 at the odometer reading of 136,402. The seller serviced the Jeep very well, and recently installed a new radiator. He has only put 5,000 (or so) miles on the Jeep since he’s owned it. It’s been a “fun go-to-the-beach” car. The engine is the original 4.2 inline-6. The car has been kept inside at the seller’s estate. Overview of my opinions: drives great – tuned well. Good smooth acceleration, transmission shifts smooth, solid suspension; nice feel to the ride, steering does not have any excessive slop or play at all, the brakes are excellent, tires have lots of tread on them – no strange odors in the interior, not a smoked-in car, no weird old-Jeep smells. The underbelly is clean – We are told that the car has always parked inside – it was never stored outside.

1991 Wrangler 2.5 I-4

This 1991 Wrangler is an ultra-low-mileage example powered by the multi-port-injected four-cylinder mated to a five-speed manual gearbox. It’s got steel half doors and a folding soft top, seat covers, woodgrain dash trim, locking storage boxes, and an anti-theft alarm.

From the Hemmings Classified ad:

Only driven on nice days and seeing little (if any) off-road duty, this pampered 1991 Jeep Wrangler has just 15,382 miles on its odometer. And it looks and drives like it does, as well, having been properly stored and maintained throughout its 34 years. Walk around the Wrangler and you’ll be amazed at its rust-free and arrow-straight original body and its beautiful original bright red paint. Even the original steelie wheels are still on the Jeep — no ridiculously oversized wheels and tires here. The underside is rock-solid and there are side step rails to make it easier to hop in and out. A soft top and half doors add to the Wrangler’s playful nature. Inside, it is similarly impressive: to preserve the original upholstery, handsome two-tone fitted seat covers are in place. Other highlights include full instrumentation, wooden dash accents, custom lockable storage boxes front and rear, a 400-watt inverter, a Chapman alarm system and two sets of keys. Under the hood is Jeep’s stout 2.5-liter inline-four. Known for its reliability and longevity, it also provides better fuel economy than the big inline-six. A 5-speed manual gearbox adds to the fun of wheeling this Wrangler around and of course it has 4-wheel drive. A recent front brake service has been performed and notably the Jeep still has its original exhaust system apart from a replaced muffler. It is turn-key ready to go and there is plenty of time ahead for summer cruising and fall foliage rides! With its combination of incredibly low mileage and amazing condition, this Wrangler must be seen and driven to be believed.

Do Today’s Collectors Want These Modern-Classic 4x4s?

For many years, the answer to that question was, “Not really.” A 2018 Hemmings Stock Exchange feature highlighting the YJ indicated that, at that time, this model was in “used-car-value limbo.” This is changing, although first-generation Wranglers are still the Porsche 996s of Jeeps: they remain the most affordable way to get into the driver’s seat, despite having caught the attention of the RADwood crowd. The best examples –attractively modified versions and well-kept originals, especially in upmarket trim– are starting to bring real money, with classic.com noting YJ Wranglers have a current average public-sale value of nearly $15,000.

Are you a Jeep kind of person? And if so, would you rock a “square light” Wrangler?

The post Has The Jeep Wrangler YJ Finally Become Collectible? appeared first on The Online Automotive Marketplace.

I’ve met plenty of people in my time here at Hemmings who have declared, “They’re going to bury me in it,” when referencing a beloved car. I don’t doubt their sincerity, but I have yet to know anyone personally whose car has joined them under the earth upon shifting off the mortal coil— the human coil, that is.

If we love these things so much, why are there some cars for some people that become “forever” cars? Ostensibly, they are transportation appliances, and we generally don’t keep appliances forever. I suppose we would if we could, but given the nature of appliances today… alas, fodder for a different column. Those household appliances surely don’t fire up our senses quite like our automobiles. I know the specs and details of my vehicles past and present but can hardly quote the power of my oven or the rpm of the rotating glass plate in my microwave.

I bought my BMW M coupe new in 2002. I never intended it to be a forever car.

It was supposed to be just one in another series of fun, somewhat irresponsible things I drove until I did something age appropriate and properly grew up, like buying a minivan.

At the time, it was perfect: small, nimble and powered by a high-revving inline-six—all the things I cared about in a car. It had a hatchback with space for a suitcase or two in the cargo area. What more could I possibly need?

Though I don’t drive it as much, I still love getting behind the wheel of that BMW. When stomping the throttle of its solid-lifter, twin-cam engine, holding back shifting until close to that 7,600-rpm redline, any thoughts of wanting to do something responsible, minivan-related or otherwise, go right out the window.

I just never expected to keep it as long as I have. I’m a big fan of classic coupes, and I saw the M coupe as the 21st century version of the MG C/GT or Porsche 928. I figured that my time with it would be brief as those more responsible vehicles began to populate the driveway, just as the population of our family grew.

There was a brief time immediately after the birth of our first child, while we were living in the heart of New York City in a one-bedroom apartment, when the two-seat hatchback was our only car. “Somewhat irresponsible” would probably qualify as an understatement. There are probably some points I still have not paid back to Señora Shea for tolerating that move. Thank goodness she doesn’t keep score. She doesn’t, right?

Walking by the M in the garage the other day (on my way to the minivan in the driveway), I thought about those folks who plan to keep their cars forever. Recently, I talked to my friend Richard, whose 1966 Shelby G.T. 350 we featured in Hemmings Muscle Machines 13 years ago. He bought the stripe-delete, four-speed Shelby new to use in competition.

For six years, Richard rode in the right seat of that Shelby while his good friend Walter piloted the car in dozens of SCCA rallies. After occasional use over the next two decades, Richard and a friend restored the car.

An active member of the Shelby club for many years now, Richard is quite sure he’s the last original owner of a 1966 Shelby G.T. 350. Despite its unimpeachable provenance and history, the Shelby is hardly a garage queen. When Richard offered me the chance to drive the G.T. 350 for the article, it had 172,000 miles on it. Today, that number is closing in on 200,000. Richard and his wife, P.K., still take it to various Shelby gatherings, other car shows, and regular Sunday donut runs with fellow automobile aficionados. After all this time, he still really enjoys the car.

I suppose there was a time I kept the BMW just because. Just because it was already in the garage. Just because I didn’t need to sell it. Just because I’ve been damn lucky not to need to sell it.

Will I keep the BMW forever? I can’t say right now. There might come a time when I no longer enjoy driving it. Maybe I will need to sell it at some point. I’ve only got half the mileage on it that Richard has on his 59-year-old Shelby. I can say, however, please don’t bury me in it. It would be a shame for such a fun car to no longer be enjoyed when I am gone.

The post Out of Balance: That’s a Keeper! appeared first on The Online Automotive Marketplace.

After a period of quiet evolution, Audi is revitalizing its brand with a groundbreaking new design philosophy, signaled by the reveal of the all-electric Audi Concept C sports car. Unveiled in Milan and slated for a public appearance at the IAA in Munich, this two-seater convertible is a bold step forward, channeling the legacy of the beloved TT and the iconic R8 into a single, minimalist electric halo car.

The production version of the Concept C, expected to launch in 2027, promises to reshape Audi’s identity and capture the hearts of sports car enthusiasts. It represents a “TT moment 2.0,” a blend of clear design and emotional performance that signals a new electric era for the brand.

The Audi Concept C was led by Massimo Frascella, Audi’s Chief Creative Officer since June 2024. Before joining Audi, Frascella was the Head of Design at Jaguar Land Rover, where he was credited with shaping the current Range Rover design language.

The birth of “Radical Simplicity”

The Concept C is the first full expression of Audi’s new “radical simplicity” design language. Overseen by Chief Creative Officer Massimo Frascella, who also worked on the modern Land Rover Defender, the new aesthetic is defined by uncluttered surfaces and purposeful lines. Key design elements include:

• Vertical frame grille: Inspired by the legendary 1936 Auto Union Type C racer, a new upright vertical frame now defines the front end, giving the Concept C a distinct and modern face.
• Monolithic body: The overall silhouette is characterized by broad, muscular surfaces punctuated by a single, sharp character line. This gives the car a solid, anchored look, amplified by the cab-back proportions made possible by its central-battery layout.
• Quad-element lighting: A new four-element light signature, seen in both the headlights and taillights, creates a new visual identity for the Audi brand that will appear on future models.
• Retractable hardtop: In a first for an Audi roadster, the Concept C features an electrically retractable hardtop with two folding panels. This offers the best of both worlds: the security of a coupe with the freedom of a convertible.

A refined and distraction-free interior

Audi’s shift to simplicity extends to the cabin, which offers a stark departure from the multi-screen interiors of many current models. The Concept C embraces a “shy tech” approach, with a focus on high-quality materials and tactile feedback.

• Foldable screen: The 10.4-inch center infotainment display folds away into the dashboard when not in use, creating a minimalist and distraction-free environment.
• Tactile controls: Anodized aluminum switches and controls provide satisfying, mechanical feedback, a clear response to complaints about the capacitive touch controls found on other Volkswagen Group products.
• Sustainable materials: The interior features wool and recycled textiles instead of leather and plastic, signaling Audi’s commitment to sustainable luxury.

Performance and platform details

While specific performance figures for the Concept C are not yet available, we know a few crucial details about its powertrain and platform:

• All-electric: The production version of the Concept C will be electric-only, built on the same 800V architecture as the upcoming electric Porsche 718 (Boxster and Cayman).
• Powertrain options: Buyers will be able to choose between a single-motor, rear-wheel-drive setup or a dual-motor, all-wheel-drive system.
• Targeted range: With the shared Porsche architecture, the Concept C is likely to offer over 300 miles of range.

Production timeline and positioning

The production version of the Concept C is scheduled to arrive in 2027, with sales limited to the “low five-digit numbers” globally. Its price point is expected to land between the discontinued TT and the R8, likely in the six-figure range, offering a new entry into Audi’s performance car lineup.

This car is more than just a replacement for the TT; it is a statement of intent. As Audi streamlines its portfolio and shifts its focus, the Concept C proves that the brand’s spirit of high-performance and innovative design is ready for its electric future.

Audi Concept C Photo Gallery:

The post Audi reveals Concept C electric sports car to replace TT and R8 appeared first on The Online Automotive Marketplace.

The automotive world is buzzing, and the noise is deafening. Toyota has officially pulled the wraps off the V8-powered GR Supra that will storm the track in the 2026 Australian Supercars Championship. It’s the moment purists have been waiting for: a factory-built V8 Supra, backed by Toyota’s Gazoo Racing division, returning the legendary nameplate to its muscle-car roots.

A V8 Supra: The dream is real (for the racetrack)

For years, the idea of a V8-powered Supra has been the stuff of forums and engine-swap fantasies. Toyota is now making that fantasy a reality, though with a crucial catch: this is a purpose-built race car, not a street-legal version for the public. The Supercars-spec Supra will feature a 5.2-liter quad-cam V8, based on the high-revving 2UR-GSE engine found in Lexus performance vehicles like the LC 500.

Enthusiasts got their first thrilling taste of the engine’s sound in August 2025 via a teaser audio clip, with one Toyota executive calling the roar “absolutely spine-tingling”. The full prototype was unveiled in Sydney in September 2025, just ahead of its public debut at the Bathurst 1000 in October. Listen to the new Toyota Supra Supercar’s V8 engine roar at this link.

What this means for the Supercars Championship

Toyota’s entry into the Australian Supercars Championship in 2026 marks a historic return to the series and a new rivalry. For the first time in nearly two decades, the championship will feature three manufacturers, sparking new excitement and competition. The V8 Supra will go head-to-head with the American muscle of the Ford Mustang and Chevrolet Camaro, bringing a fresh, high-performance dynamic to the track.

The Supra’s new V8 engine boasts a racing pedigree, and Toyota has committed to a multi-year program to ensure the Supra is competitive from the start. The car will be fielded by top-tier teams, with Walkinshaw Andretti United and Brad Jones Racing already confirmed to run cars.

The end of one era, the start of another

The reveal of the V8 race car is bittersweet news for some fans. It coincides with the end of the current fifth-generation (A90) Supra’s production run, which is scheduled to conclude in 2026. The outgoing model, developed in partnership with BMW, is being given a proper send-off with a “Final Edition” model that features performance upgrades.

However, Toyota has reassured fans that a sixth-generation Supra is already in the works, promising to shorten the gap between models. This time, development will be done entirely in-house by Toyota’s Gazoo Racing division, likely featuring a new hybrid powertrain.

Toyota bid farewell to the A90 GR Supra with special Final Edition models that are expected to fetch big money. Despite the closing out of a generation, Toyota says the Supra nameplate is here to stay.

The post V8 Supra is Real: Toyota Unveils 600HP Racecar for 2026 Supercars Championship appeared first on The Online Automotive Marketplace.

Lawmakers in California rejected “Leno’s Law,” otherwise known as Senate Bill 712, during a hearing on Friday, August 29^th. The bill, which had bipartisan support in the Senate and was backed by Jay Leno and the SEMA organization, would have exempted classic cars older than 35 years from the state’s biennial smog checks. The Assembly Appropriations Committee’s decision effectively killed the bill, despite its appeal to classic car enthusiasts. The law was seen as a way to protect and celebrate California’s car culture.

The bill was not passed due to concerns from environmental groups, public health organizations, and state regulators regarding potential increased smog, potential financial costs to the state, and reduced revenue from smog checks and fees. The rejection means owners of vehicles from 1976 and newer must continue to endure California’s biennial smog testing requirements, a process many find challenging and expensive for older cars. The sentiment is that these infrequently driven hobby cars should not be subject to the same stringent rules as daily drivers.

Major supporters of Leno’s Law included its sponsor Senator Shannon Grove, comedian and car enthusiast Jay Leno, the Specialty Equipment Market Association (SEMA), and various California car clubs. A host of car enthusiasts, including clubs dedicated to lowriders, hot rods, and other American classics, voiced their support. They championed the preservation of these vehicles as “rolling pieces of history”.

Many California classic car collectors and enthusiasts, along with the bill’s sponsor Senator Shannon Grove, have expressed deep disappointment that the state legislature failed to prioritize the classic car community. The bill was viewed as a step toward preserving California’s automotive heritage. Some social media comments from enthusiasts suggest a feeling that their hobby is not respected by lawmakers. Many feel the government is out of touch with the reality of maintaining and driving classic cars

Why Leno’s Law Was Rejected

After passing the Senate, Senate Bill 712 was sent to the Assembly Appropriations Committee for further review.  The bill had bipartisan support in the Senate but failed to gain enough traction in the Assembly committee. The committee ultimately thwarted the bill, bringing its progress to a halt.

Public health groups, air districts, and environmental organizations opposed the bill, arguing it would increase smog and negatively impact air quality, particularly in low-income communities with high asthma rates. State regulators, including the Bureau of Automotive Repair and the Department of Motor Vehicles, warned that the bill could cost them hundreds of thousands of dollars annually by reducing revenue from smog checks and vehicle license fees. Claims also state that the passing of Leno’s Law could have costed the California Air Resources Board $1.2 million to hire new staff to collect updated data for air quality models and to revise California’s federally required pollution-reduction plans.

Assembly member Buffy Wicks of Oakland, in her introductory remarks at the start of Friday’s hearing, said the state needed to rein in costs.

“Obviously, we have an enormous amount of budget constraints still,” Wicks said. “We have to ensure that we are serving our most vulnerable folks in our communities and making sure that we are doing everything we can to put our best foot forward for a strong social safety net.”

The rejection also reflects a broader political stance in California, where the state has a long history of strict air quality regulations and a commitment to reducing emissions.

What “Leno’s Law” Would Have Done

Leno’s Law, if passed, would have created a rolling exemption, meaning any vehicle 35 years or older could be exempt from smog checks, rather than the current fixed-year cutoff. Under current law, only cars manufactured before 1976 are exempt from smog checks.

The law would have exempted classic cars from passing a smog check when a vehicle was sold and it would have waived the biennial (every two years) smog checks required for most vehicles, provided that the owners had historical license plates and collector insurance

Jay Leno testified that the current smog check requirements are a significant barrier for owners of classic cars manufactured before modern emissions standards were in place. With a modern car, it’s “plug in, get your money – boom – get out. It’s very quick to get a smog check with a modern car,” Leno said. “It’s not impossible in an older car, but it’s tricky. It takes time and often causes charges four, five, six times more than a regular car.” Leno also mentioned that many classic car owners struggle to even find a shop with the equipment needed to test them.

Senator Shannon Grove said she was “deeply disappointed that once again, the California state Legislature did not prioritize California’s classic car culture and the enthusiasts who were relying on this measure to pass.”

“Sadly, today California said ‘no’ to helping preserve these rolling pieces of history and let down classic car clubs across the state from lowriders, to hot rods and every American classic in between,” she said in a closing statement.

The post Leno’s Law is Dead: California Kills Classic Car Smog Exemption Bill appeared first on The Online Automotive Marketplace.