Featured on AutoHunter is this 1972 Chevrolet K5 Blazer, which has received a frame-off restoration. It’s powered by a rebuilt L92 6.2-liter V8 that sends its output through a rebuilt 6L80 six-speed automatic transmission and a dual-range transfer case. Finished in Forest Green and equipped with a white removable top over a beige vinyl and green plaid cloth interior, this restomod SUV is now offered by the selling dealer in Oklahoma with a clear title.
In 2023, the color of the body was changed from the original Olive Green to the current Forest Green. Exterior features include newer bumpers, glass, and metallic and woodgrain trim as well as dual mirrors and a white removable top with a lift-up rear window above the tailgate.
A set of 15-inch wheels with locking front hubs, Chevrolet-branded hub caps, and 31-inch by 10.5-inch BFGoodrich All-Terrain T/A radials help this rig blaze new trails.
The cabin offers beige vinyl and green plaid cloth front bucket and rear bench seating. Amenities include a tilt steering column with an automatic shifter, power steering, front center console with cupholders, air conditioning, Kenwood AM/FM/Bluetooth stereo, and floor-mounted transfer case shifter.
The Dakota Digital instrumentation consists of a 160-mph speedometer, 8,000-rpm tachometer, clock, and gauges for the battery, temperature, fuel level, and oil pressure. The odometer shows 1,379 miles, which have been accrued since the restoration and upgrades were completed.
An L92 6.2-liter V8 takes the place of the original 350 engine. It comes equipped with electronic fuel injection, custom shorty headers connected to a dual exhaust system, and an aluminum radiator. Just like the engine, the 6L80 six-speed automatic transmission was rebuilt. A dual-range transfer case sends the V8’s power to the trail below.
A new suspension with Fox shocks and rebuilt axles get this off-roader to the destination its nose is pointed toward. Power front disc and rear drum brakes make sure it stops when it gets there.
If you want to get this 1972 Chevrolet K5 Blazer in your driveway, bid on it right now. The auction ends on Friday, May 30, 2025, at 12:00 p.m. (PDT).
Take a look at this award-winning 1979 International Harvester Scout II, featured here on AutoHunter Cinema! Finished in its original Burnt Orange paint and powered by a numbers-matching 345ci V8, this restored 4×4 combines originality with collector-grade preservation.
With just two owners since new, it’s backed by an impressive paper trail and was restored using OEM and NOS parts. It’s a standout from the MS Classic Cars collection, and it crossed the block with no reserve at the Barrett-Jackson 2025 Palm Beach Auction!
The Geo Metro was never meant to be cool—but it kind of is. Built for ultimate fuel efficiency and zero-frills commuting, the Metro became a legend in its own right. Whether you see it as a gas-sipping genius or a glorified lawnmower, there’s no denying this car left an impression. So buckle up (but not too tight—it’s only got 55 horsepower) and take a nostalgic ride through 20 reasons why the Geo Metro deserves a quirky kind of respect.
It Got Over 40 MPG Before Hybrids Were Cool
Inside Devs
Long before hybrid tech went mainstream, the Geo Metro was quietly sipping gas like a pro. Many owners regularly saw 40-50 mpg on the highway with the three-cylinder engine. While everyone else was driving SUVs that guzzled fuel, Metro drivers were cruising past the pump with smug grins. It proved that simplicity could still be efficient—and that you didn’t need a fancy battery system to save money at the gas station.
It Was Light Enough to Push Like a Shopping Cart
Cars and Bids
At just around 1,600 pounds, the Geo Metro weighed less than most of today’s motorcycles with sidecars. That made it incredibly easy to maneuver, even if the engine gave out. We’ve seen owners literally push their Metro down the driveway solo. Light weight also meant better fuel economy and fewer mechanical failures. It didn’t need power steering or power brakes because it didn’t weigh enough to require them. Functional, and kind of fun.
Three Cylinders of Raw Enthusiasm
Cars and Bids
Okay, 55 horsepower isn’t going to set any records—but the Metro’s 1.0-liter three-cylinder engine had character. You could hear every rev and feel every vibration, which made it oddly engaging to drive. It encouraged you to use all the gears and keep your momentum going. The power delivery may have been modest, but the enthusiasm was real. It was slow, yes, but it always felt like it was trying its absolute best.
You Could Fix It with Duct Tape and Hope
Cars and Bids
The Geo Metro was famously simple under the hood. If you could work a socket wrench, you could keep this car on the road. Parts were cheap, and repairs could often be handled in a driveway with minimal tools. There wasn’t much to break, and when something did go wrong, the solution usually didn’t require a computer. It was the perfect DIY car—and many people learned to wrench on one.
Insurance Companies Barely Charged You
Cars and Bids
Because the Metro wasn’t fast, flashy, or expensive, it was dirt cheap to insure. Monthly premiums were laughably low, even for younger drivers. And since the repair costs were minimal, total loss payouts weren’t a big deal for insurers. If you were trying to save every possible penny on your commute, the Geo Metro offered a triple threat: low fuel costs, low maintenance, and rock-bottom insurance rates. Financial peace of mind in a tiny package.
It Was the Ultimate Cheap Commuter
Cars and Bids
No car offered a better cost-per-mile ratio in the ‘90s than the Geo Metro. It was the default choice for college students, first-time drivers, and anyone trying to survive a long commute without going broke. You could pick one up for a couple grand, keep it running for years, and save a fortune on gas. It was never about luxury or power—it was about getting from point A to point B, reliably and affordably.
Manual Windows, Manual Locks, Manual Everything
Cars and Bids
If you hate the modern obsession with touchscreens and electric everything, the Geo Metro was your antidote. It didn’t have power windows, locks, seats, or mirrors. Everything was manual, which meant fewer things to break and less money to spend. There was a certain satisfaction in rolling down your own window or unlocking your own door. It was basic, sure—but that simplicity was part of what made the car such a survivor.
The Convertible Version Was… Glorious?
Cars and Bids
Yes, there was a Geo Metro convertible—and it was awesome in the most unexpected way. With a soft top and no real performance boost, it felt like a golf cart with a license plate. But on sunny days, it made every drive feel like a beach cruise. It wasn’t practical, it wasn’t fast, but it was a total vibe. If you wanted affordable open-air fun with zero pretension, this was your ride.
It Outlasted Way Fancier Cars
Cars and Bids
Despite its tin-can construction, the Metro had longevity. It was simple, well-built, and easy to repair—so it often outlasted more expensive, high-maintenance cars. While your neighbor’s luxury car was in the shop, the Metro kept buzzing along like a mosquito that refused to die. It might not have had a fancy badge or leather seats, but it got the job done day in and day out—and that’s real dependability.
It Had More Room Than It Looked Like
Cars and Bids
On the outside, the Geo Metro looked like a glorified shoe box. But inside? Surprisingly roomy. The front seats offered decent legroom, and the hatchback versions had impressive cargo space for their size. You could haul groceries, suitcases, or even sleep in the back if you had to. It was one of the few cars that truly embodied the phrase “big things in small packages”—and made it work.
The Metro XFi Was a Hyper-Miler’s Dream
Cars and Bids
If the regular Geo Metro was good on gas, the XFi version was borderline magical. With an even smaller power output, revised transmission gearing, and a leaner fuel map, the XFi could hit nearly 60 mpg under the right conditions. Hyper-milers still hunt these down today for fuel economy experiments. It was the king of efficiency—no hybrid batteries, no plug-in nonsense. Just clever engineering and less car to lug around.
Driving One Felt Like You Were in on a Secret
Cars and Bids
Owning a Metro was like being in a private club for people who valued frugality over flash. You weren’t trying to impress anyone; you were quietly winning at the financial game. It was the kind of car that made sense to people who got it—and a joke to people who didn’t. That made it oddly cool. In a world of excess, it was a minimalist rebellion that only the clever truly appreciated.
It Was So Slow, It Became a Safety Feature
Cars and Bids
With a 0-60 time north of 13 seconds, the Geo Metro was never going to win a drag race. But that slow pace also meant fewer speeding tickets, fewer risky maneuvers, and a general vibe of “chill.” You couldn’t drive aggressively even if you wanted to. In a strange twist, its lack of power made drivers more cautious—and in some ways, that made it safer than overpowered modern cars in the wrong hands.
You Could Tow It Behind an RV Like a Toy
Cars and Bids
The Geo Metro became a favorite among RV owners as a “toad”—a car to tow behind their rig. Why? Because it weighed next to nothing, was dead simple to flat tow, and made for the perfect little runabout at your campsite. You didn’t care if it got dirty, dinged, or dusty. It was a disposable sidekick that fit your minimalist adventure lifestyle. Nothing says camping vibes like a Metro parked next to a Winnebago.
You Could Hear Every Sound—and That Was Kinda Fun
Cars and Bids
Forget sound insulation. In a Metro, you heard everything. The tires on gravel, the wind through the door seals, the engine’s tiny growl. It created a raw driving experience where every input had feedback. It felt mechanical and honest—no filters, no noise cancellation, just you and the car. For driving purists, it was weirdly rewarding. You didn’t just hear the car—you felt like you were wearing it.
Modders Turned It into a Cult Classic
Cars and Bids
Believe it or not, there’s a subculture of people modifying Geo Metros. Some drop in motorcycle engines, others turbocharge the original three-cylinder, and a few even go full sleeper mode. It’s not practical, but it’s hilarious—and oddly impressive. Taking one of the slowest cars ever made and turning it into a track weapon? That’s peak internet car culture. And it proves that even the most humble vehicle can become a hero with enough creativity.
It Came in Fun, Happy Colors
Cars and Bids
The Geo Metro didn’t come in “boring.” Bright teal, neon green, hot red—you name it. These colors popped in a sea of beige sedans. It made the car feel cheerful and friendly, like a rolling jellybean. You didn’t buy a Metro to blend in; you bought one because it looked like something a cartoon character would drive. And honestly? That kind of whimsy is rare in cars today.
It Was So Basic, It Circled Back to Cool
Cars and Bids
Minimalism has come back in style—and the Metro is proof. With no screen, no digital assistants, and no complicated tech, it was just a car. And that simplicity feels strangely modern today. In an age where cars update themselves over Wi-Fi, the Metro’s analog nature is refreshing. It was peak function over form, and in a world drowning in features, the lack of them now feels oddly luxurious.
Parts Were Cheap and Plentiful
Cars and Bids
Since so many Metros were sold, and they shared components with Suzukis and other GM subcompacts, parts were everywhere. Need a replacement mirror? Junkyard. Fuel pump? RockAuto. You didn’t have to mortgage your house to keep one running. And because the car was so simple, labor costs were low too. The Metro is proof that affordable ownership is possible when you design a car to be practical instead of pretentious.
It’s a Legend of the “So Bad It’s Good” Car World
Cars and Bids
The Geo Metro isn’t remembered for being fast or beautiful—but it’s remembered. It became a legend because it was the underdog that delivered on its promise. It was the anti-status symbol that didn’t care about trends. Today, people smile when they see one. It sparks conversation, nostalgia, and genuine appreciation. In the world of “so bad it’s good,” the Metro is royalty—and we wouldn’t have it any other way.
Built from 1984 to 2001, the Jeep Cherokee XJ has outlived trends, tech, and even some of its competitors. It’s one of the rare vehicles that’s as beloved today as it was in its prime. With its unibody construction, bulletproof engine, and boxy good looks, the XJ balanced daily drivability with rugged 4×4 capability. Here’s why the Jeep Cherokee XJ has earned its place in the automotive hall of fame and why we still can’t get enough of it.
It Was Built Like a Tank, But Handled Like a Car
Cars and Bids
The Cherokee XJ was one of the first SUVs to use unibody construction, blending the strength of a traditional off-roader with the road manners of a sedan. It was surprisingly nimble for a 4×4, yet tough enough to handle serious abuse on the trails. This combo of rigidity, balance, and comfort made it incredibly versatile, equally at home on a highway commute or crawling through rocky terrain. It was utility without compromise, and that was rare.
The 4.0L Inline-Six Was Practically Immortal
Cars and Bids
If there was a heart to the XJ, it was the 4.0-liter inline-six engine. Known for its torque, simplicity, and longevity, this motor could run forever with basic maintenance. It’s common to see these engines logging over 300,000 miles without major issues. Built with cast iron and a bulletproof bottom end, it wasn’t flashy, but it was as reliable as sunrise. For off-roaders and commuters alike, that kind of consistency is invaluable.
Its Boxy Design Never Went Out of Style
Cars and Bids
The XJ’s angular shape was more than just good looks—it was smart design. The upright windshield, flat roof, and squared-off rear gave it excellent visibility and maximized interior space. It looked rugged because it was, and it aged with grace. In a sea of swoopy crossovers, the XJ’s utilitarian aesthetic still turns heads. That boxy silhouette became iconic, showing the world that form and function can exist beautifully together.
It Was Perfect for Off-Roading Straight From the Factory
Cars and Bids
While most SUVs needed aftermarket help to become trail-worthy, the XJ came ready to rock. Its short wheelbase, solid front and rear axles, and generous ground clearance made it a capable crawler right out of the box. Add in the available Selec-Trac or Command-Trac 4WD systems, and it could tackle mud, snow, or rocks with ease. For a factory ride, it was impressively trail-ready and earned the trust of off-roaders everywhere.
You Could Fix It With Basic Tools
Cars and Bids
The Jeep Cherokee XJ was designed in an era when cars were still mechanical first, digital second. That meant fewer sensors, less wiring, and more simplicity. Almost everything under the hood could be serviced in your own driveway. Parts were cheap and plentiful, and even novice mechanics could perform common repairs. This DIY-friendly design made the XJ an affordable and approachable entry into off-roading and classic SUV ownership.
It Was One of the First True Compact SUVs
Cars and Bids
Before the term “crossover” even existed, the XJ was setting the standard. It packed full-size utility into a compact footprint, giving drivers the best of both worlds. You could navigate city streets or wooded trails without feeling overburdened. It didn’t drive like a truck, but it sure worked like one. Jeep effectively invented the segment, and no one’s done it quite the same since.
The Aftermarket Support Was—and Still Is—Insane
Cars and Bids
Few vehicles have inspired the kind of aftermarket devotion the XJ has. Whether you wanted a 3-inch lift, rock sliders, roof racks, or full-blown overlanding setups, there was always an upgrade ready. Even now, two decades after production ended, countless companies still make XJ-specific parts. The support from the off-road community and parts suppliers ensures these Jeeps remain customizable, relevant, and trail-ready for years to come.
It Had Real Manual Locking Hubs (On Some Trims)
Cars and Bids
Certain trims of the XJ featured manual locking hubs—a mechanical, no-nonsense system that let you truly control your 4WD. While today’s SUVs rely on computers and sensors, the XJ gave drivers a hands-on experience. You had to get out and engage the system, but that only added to the rugged charm. It was simple, reliable, and offered true control when the terrain turned gnarly.
It Was a Family Hauler and a Trail Rig All in One
Cars and Bids
Need a vehicle for groceries, road trips, and off-road fun? The XJ was your answer. Its spacious interior and 60/40 rear seats made it easy to pack for a weekend getaway or haul gear for a day on the trail. Unlike most SUVs that do one job well, the XJ could wear multiple hats. That versatility made it a staple for families, campers, and adventurers alike.
It Had Legendary Towing for Its Size
Cars and Bids
The XJ wasn’t a full-size SUV, but it punched above its weight when it came to towing. Properly equipped, it could haul up to 5,000 pounds—a number that put some trucks to shame. Whether you were pulling a small trailer, a jet ski, or extra gear for a weekend trip, the XJ delivered without complaining. That towing capacity gave it real-world utility far beyond the average compact SUV.
It Was Actually Affordable
Cars and Bids
When new, the Cherokee XJ offered one of the best value propositions in the SUV market. You got real 4WD, a powerful engine, and solid construction for a fraction of the cost of some competitors. Even years later, used XJs were some of the best bargains in the 4×4 world. That affordability made it accessible to off-road newbies and budget-conscious drivers who still wanted to hit the trails.
The Interior Was Built for Utility, Not Flash
Cars and Bids
The inside of an XJ wasn’t about flash or frills—it was about function. You got a no-nonsense dash, chunky switches, and just enough comfort to get the job done. It wasn’t luxurious, but it was durable and logical. Everything was where it needed to be, and nothing felt like an afterthought. That utilitarian vibe has aged surprisingly well, and now it feels refreshingly straightforward compared to today’s screen-heavy cabins.
It Had an Iconic Grille You Could Spot a Mile Away
Cars and Bids
The seven-slot grille is a Jeep signature, but the way it was framed on the XJ—with rectangular headlights and a flat fascia—made it instantly recognizable. It looked serious, boxy, and ready for anything. You could spot it coming down the road from a mile away, and it still gets nods from fellow Jeep fans today. That front-end styling is pure nostalgia and still works decades later.
It Came in Dozens of Cool Trims and Special Editions
Cars and Bids
Over its long production run, the XJ was offered in a variety of trims, each with its own style and capability level. From the base SE to the high-end Limited, there was a Cherokee for everyone. Jeep even dropped some fun special editions like the Briarwood and Country models. These variations gave buyers more personality and made the XJ a collectible classic in many forms.
It Was an International Success
Cars and Bids
The XJ wasn’t just an American favorite—it found love around the world. Built under license in countries like China and India, the Cherokee was used by militaries, government fleets, and adventurers across continents. Its reputation for toughness and reliability translated globally. The XJ’s international footprint added to its legacy and helped it become one of Jeep’s most successful global vehicles ever.
It Was Used by Police, Military, and Rescue Teams
Cars and Bids
Need proof that the XJ was built for serious work? Look no further than the agencies that used it. Police departments, park rangers, border patrol, and even military forces relied on the Cherokee for patrol duties and emergency response. It could navigate rough terrain, carry equipment, and keep running in harsh conditions. That kind of trust speaks volumes about its capabilities.
It Could Take a Beating and Keep Going
Cars and Bids
The XJ earned its toughness the hard way. Owners routinely pushed these Jeeps through deep water, rocky trails, rollovers, and worse—and they just kept ticking. Rust might get them eventually, but mechanically, they were hard to kill. Stories of XJs surviving wild off-road disasters and still limping home are common in Jeep forums. That indestructible reputation is a big part of why they’re still beloved.
It’s One of the Most Recognizable Jeeps Ever Made
Cars and Bids
Even among Jeep’s deep lineup, the Cherokee XJ holds a special place. It helped define the SUV segment and earned a spot in pop culture through movies, games, and real-world adventures. Its silhouette is instantly recognizable, and it continues to turn heads at Jeep events and on city streets. There are flashier Jeeps, but few are as universally known and admired as the XJ.
It Launched a Million Off-Road Addictions
Cars and Bids
For countless off-road enthusiasts, the XJ was their gateway drug. It was affordable, easy to modify, and ready for trails. That accessibility meant first-time wheelers learned the ropes behind its wheel. It inspired countless upgrades, busted knuckles, and epic camping trips. The XJ didn’t just build skills—it built a lifestyle. It’s the Jeep that made people fall in love with dirt, mud, and everything in between.
It Refuses to Die
Cars and Bids
Even though production ended in 2001, the XJ is still alive and kicking. Drive through any small town or hit a trail system and you’re bound to see one—sometimes beat up, sometimes pristine, but always still moving. Their numbers may dwindle, but their presence never fades. That refusal to die, that ability to keep going against the odds, is what makes the Jeep Cherokee XJ a legend.
Before third-row seating and touchscreen overload, the two-door Chevy Tahoe ruled with V8 brawn, a short wheelbase, and unmatched attitude. Built between 1992 and 1999, it was part muscle truck, part mountain goat, and all-American steel. While the four-door became the suburban family hauler, the two-door lived in the fast lane—or off it. Here’s why this short-bodied beast still holds a special place in SUV lovers’ hearts.
Short Wheelbase = Big Fun
Cars and Bids
The two-door Tahoe had a shorter wheelbase than its four-door sibling, making it more maneuverable off-road and quicker to respond on pavement. Whether you were crawling rocks or sliding through snow, the compact dimensions gave it the agility that full-size SUVs rarely possess. It was like having a full-sized truck with sports car reflexes—well, almost.
V8 Power That Never Quit
Cars and Bids
Equipped with a 5.7-liter V8, the two-door Tahoe never lacked grunt. It made towing, hill climbs, and burnouts feel effortless. The throttle response was instant, and the rumble under the hood was pure Americana. It wasn’t built for speed, but it could outrun expectations and keep running for hundreds of thousands of miles if treated right.
It Looked Like a Muscle Truck
Cars and Bids
There’s just something badass about a two-door full-size SUV. It had the proportions of a bruiser—long doors, short rear, high stance, and aggressive grille. People still double-take when they see one in good shape. It wasn’t trying to be sleek; it was built to look like it could tow your house—and it probably could.
Off-Road Capable Right Out of the Box
Cars and Bids
This wasn’t a crossover pretending to be tough. The two-door Tahoe came with real 4×4 hardware: a solid frame, optional skid plates, and true low-range capability. Add in the short wheelbase, and you had an off-road rig that could hang with Wranglers and early Broncos. It was trail-ready from day one.
Built on Truck DNA
Cars and Bids
The two-door Tahoe wasn’t softened up for soccer duty—it was based on the GMT400 pickup platform. That meant full-frame strength, rugged axles, and suspension meant for work, not pampering. It was as tough as its Silverado cousin and could handle whatever you threw at it.
You Could Tow Just About Anything
Cars and Bids
Thanks to its V8 torque and truck-grade underpinnings, the two-door Tahoe could tow with confidence. Whether it was a boat, camper, or car trailer, this SUV was up for the task. It wasn’t just a daily driver—it was your weekend warrior and workhorse rolled into one.
The Interior Was All 90s Cool
Cars and Bids
Inside, you got that classic ‘90s GM dash layout—chunky plastics, digital odometers, and velour or leather that screamed retro luxury. It felt like a pickup crossed with a lounge. You could fit five comfortably, and the cargo space behind the rear seats was generous enough for serious hauls.
It Had Two Giant Doors—And That Was Awesome
Cars and Bids
The long, heavy doors gave it a unique character. They swung wide open like wings, making every entry feel dramatic. Sure, parking lot exits required some strategy—but on the open road, they added to the Tahoe’s presence. Plus, there was something undeniably cool about a full-size SUV with just two doors.
People Still Want Them
Cars and Bids
Even decades later, the two-door Tahoe has a dedicated fan base. Clean ones are hard to find, and prices are climbing. They’ve become collectibles in the world of classic trucks and SUVs, with enthusiasts restoring them, lifting them, and daily driving them with pride.
It Was the Last of a Dying Breed
Cars and Bids
The two-door SUV market faded fast in the early 2000s. Ford killed the Bronco, Dodge dropped the Ramcharger, and Chevy said goodbye to the two-door Tahoe in 1999. That made it one of the last factory-built full-size two-door SUVs in America—and it’s part of what makes it so special now.
You Could Build It Into Anything
Cars and Bids
Want to turn it into an off-road monster? Go for it. Prefer a lowered street rig with 24s and a sound system? It works for that too. The two-door Tahoe has endless customization potential. From SEMA builds to backyard projects, it’s a blank canvas on wheels.
It Had a Barn-Door Option in the Rear
Cars and Bids
You could order the two-door Tahoe with a rear liftgate—or go full utility with barn doors. These split doors made cargo access easier and gave it an even more rugged appearance. It looked like it was ready to deliver mail in Alaska—or tow a snowmobile through it.
It Was Surprisingly Comfortable
Cars and Bids
Despite its trucky roots, the ride wasn’t bone-jarring. With coil springs and decent interior insulation, it cruised comfortably on the highway. You got the commanding view of an SUV, but with enough plushness to take road trips without rattling your teeth out. It was a workhorse with manners.
It Shared the Blazer Legacy
Cars and Bids
The two-door Tahoe was the spiritual successor to the full-size K5 Blazer, which gave it street cred before it even hit dealerships. Fans of the Blazer saw the Tahoe as a continuation of that bold, utility-first design—but with modern (for the ’90s) comfort and tech.
It Was Built for Real-World Use
Cars and Bids
You didn’t buy a two-door Tahoe to impress your neighbors. You bought it to haul lumber, get to your hunting spot, or tow a trailer. Everything about it was designed for function first—yet it looked good doing it. It was the kind of SUV you’d wash with a hose and drive to work Monday morning.
It Could Survive an Apocalypse (Probably)
Cars and Bids
With minimal electronics, a tough-as-nails drivetrain, and easy-to-find parts, the two-door Tahoe is one of those vehicles that could keep running long after society falls apart. It’s not pretty in a high-tech way—but it’s rugged in the way that matters when the chips are down.
The Z71 Off-Road Package Was No Joke
Cars and Bids
If you checked the Z71 box, you got upgraded shocks, underbody protection, and a beefed-up suspension setup. It turned the two-door Tahoe into a serious off-road rig, ready for trails and tough terrain. That Z71 badge still holds weight in the off-roading community.
It Sounds Like a True American V8 Should
Cars and Bids
Fire one up and you get that deep, rumbly V8 growl that newer SUVs just don’t replicate. There’s no fake noise pumped through speakers—just raw, real engine note. It makes even short grocery runs feel like a scene from an action movie.
It Had Legendary GM Reliability
Cars and Bids
Sure, it had quirks like any ’90s GM vehicle. But at its core, the two-door Tahoe was a reliable beast. The small-block Chevy engine, 4L60E transmission, and solid axles were known quantities—and they could handle years of abuse. That simplicity is why so many are still on the road today.
It Had More Character Than Most SUVs Today
Cars and Bids
Modern SUVs have sleek lines, turbo engines, and tablet screens—but they often feel soulless. The two-door Tahoe was all heart. It had flaws, but also soul. It was the kind of truck you formed a bond with. If you ever owned one, you probably still miss it.
Can you think of a car that had a companion model that was merged into its identity? Sounds like a strange concept, but our Pick of the Day is one example we know of—do you know any others? This 1973 Plymouth Road Runner GTX is listed for sale on ClassicCars.com by a dealership in Morgantown, Pennsylvania.
Plymouth introduced the GTX for 1967, the first of the company’s image cars—before, if you wanted to go fast in a mid-size Mopar, you had to choose a Belvedere or Satellite and pick an engine. With the GTX, it was a hot model out of the gate with no low-performance variants—finally, Plymouth figured out the GTO’s formula! Included with the GTX was a standard 375-horsepower Super Commando 440. The following model year, Plymouth introduced a companion performance model called the Road Runner. Major distinction between the two was that the GTX was based on the up-market Sport Satellite, while the Road Runner was based on the down-market Belvedere and was powered by a 383.
Both models continued, hand in hand, through 1971, but the segment was light-years different than three years earlier thanks to market forces that led to a decline of sales for performance and pony cars. After Plymouth produced 2,942 GTXs for 1971, the company decided to put the GTX model to rest.
During 1968-71, Plymouth never made the Super Commando 440 available for the Road Runner (excepting the Superbird)—that was the GTX’s territory—so considering the GTX was put to rest for 1972, Plymouth made this 440 an available option for the Road Runner. Interestingly, when this engine (or the handful of 440 Six Barrels that trickled out of the factory before abruptly being cancelled) was specified, subtle GTX badges were added to the Road Runner. Nowhere in literature was it called a “Road Runner GTX,” but that’s how we tend to refer to it today. There was no “GTX package,” per se—order the 440 and you received the badges.
For 1973, Plymouth restyled the Satellite series, which included the Road Runner. The shape was familiar but the front and rear styling were completely new; additionally, the side sculpting was different. The former (optional) strobe stripe was redesigned as a standard “roof strobe & body side” stripe, available in black, white, or red. A new domed hood lacked any ram air provision, but a buyer could specify complementary stripes for $21.55. A sign of the times, the Road Runner now came standard with a 170-horsepower 318 V8 with a three-speed and dual exhausts, though a four-speed was available with this engine; optional was a 240-horse 340, 260-horse 400 four-barrel, and 280-horse 440. Again, if you checked the box for the latter, your Road Runner would be complemented with subtle GTX badges. However, starting in 1973, the TorqueFlite automatic was the only transmission available with the 440. The GTX inspiration continued through 1974.
Road Runner production more than doubled for 1973, with 19,056 built. Of those, 749 U.S.-spec cars were built with the 440. This Forest Green metallic 1973 Plymouth Road Runner GTX was built in Windsor, Ontario, Canada but built to U.S. specs. Features include matching bucket seat interior (note the original condition), console, Tuff steering wheel, dual racing mirrors, 15-inch Rallye wheels, power front disc brakes, hood tie-down pins and inside release, chrome exhaust tips, AM radio, and more.
As this car was ordered with the 440, you’ll find GTX badges on the hood, but make no mistake—it identifies as a Road Runner. Buy it for $32,900 and you’ll identify as the guy or gal in the neighborhood with the hot car.
Remember the days of personal luxury coupes? Sporty two-door coupe body styles are largely a thing of the past – consumer buying trends have shifted toward larger vehicles like sport-utility vehicles, minivans and crossovers. But 20 to 25 years ago, you could still find a two-door available from most auto manufacturers—including the European and Japanese luxury brands.
Dating back to 1987, the Acura brand’s Legend coupe was its original flagship Grand Tourer, offered with all the creature comforts one would expect of a high-end cruiser. But when the Legend V6 was discontinued after 1995, the lineup changed. The new CL—launched in 1997 and named for its “coupe luxury”—slotted at a lower price point and could be optioned as a four-cylinder. A 3.0-liter CL V6 was available, but only when paired with an automatic transmission. Exterior styling was based on the radical CL-X concept car, and production took place in East Liberty, Ohio.
Second-gen CL Innovations Fast-forwarding a few years, that same assembly plant started producing the heavily updated second-generation CL for the 2001 model year. The car now used a “J32” 3.2-liter V6 across the board, and a five-speed automatic was the only available transmission for the first two model years. That changed in 2003—the final year for the CL—when Acura offered a six-speed manual transmission on Type-S models. In addition to a third pedal, the car came with a helical limited-slip differential and some cosmetic changes exclusive to just that year (black-housing headlights, body-colored grille surround and red/clear taillights, among others).
Down to the Details Always one to seek after the obscure and the rare Honda models, I jumped at the opportunity to acquire a CL-S recently for a fair price. My new-to-me “Aegean Blue Pearl” six-speed, featured in the photos with this story, was sold new from Los Gatos Acura (near San Jose, California) on October 15, 2002 with 127 miles on its odometer. It spent more than two decades in that area before being relocated briefly to Utah. When I took delivery in January 2025 in Phoenix, the gauge cluster showed 182,876 miles. The car remained largely original and well-kept—despite its mileage, the car ran, drove and braked impressively. I knew it was the perfect candidate for a light restoration and preservation, given its rarity.
According to research and documentation assembled by CL-S owners and enthusiasts, there were 3,845 total CL Type-S six-speed cars produced for 2003. That figure can be broken down by exterior color (six available), interior color (two available), a GPS navigation system option and United States versus Canadian market. My car was one of 68 units in the United States in Aegean Blue Pearl over black with the navigation system.
Future Collectible Status Seem like an obsessive amount of detail? It most certainly is. And there’s an entire community of people like me who geek out on data just like this. This is a link to a Facebook group of about 1,700 people dedicated to the CL Type-S six-speed. I have had some fun getting the car fine-tuned mechanically and cosmetically, and I look forward to taking it on some road trips this summer. I brought the CL (and other luxo-coupes) to the table as a future collectible during a recent Barrett-Jackson symposium.
Worth mentioning, there are some auto manufacturers that still make luxurious two-door coupes. One of the late-model cars that continues to fit the bill is the 2025 Lexus LC, but that model starts at $101,100.
Maybe I’ll stick to older cars after all. How about you?
If you really want to irk a Chevy enthusiast, call the 348 V8 a truck engine. It’s sometimes said to be provocative but, more often than not, it’s promoted as gospel. Scour the Internet and you’ll find many references claiming the 348 was a truck engine. Is that true, or just an epithet?
When Chevrolet introduced the small-block V8 for 1955, it was becoming apparent to market-watchers that the car-buying public was clamoring for more and more V8s. Upgrading engines for model-year updates was becoming an expensive proposition, as there had been rising demand for components like automatic transmission and air conditioning. Chevrolet wanted to plan for its future needs without expensive modifications that could also compromise the integrity of the engine design. Optimum low-end torque and mid-range performance was another consideration. “The W engine is different from the standpoint o[ being designed specifically to provide for future increases in displacement and compression ratio to meet yearly modification changes without the need for major redesign and the usual retooling required to provide the manufacturing equipment necessary to produce the engine,” wrote engineers in the article “Development of the Chevrolet W Engine: A New Concept in V-8 Engine Design” in General Motors Engineering Journal, Volume 5, Number 3.
(Image courtesy of General Motors)
Initially, Chevrolet played with several small-block designs to investigate the viability of a engine larger than the current 265 and the 283 that was planned for 1957. Two different experimental small-blocks, both measuring around 300ci and featuring the same external dimensions as the current stock engine, were developed. For engine A, increasing the bore diameter required joining the bores, creating a casting problem and preventing complete coolant circulation around the cylinder; for engine B, new tools and equipment were needed for crankshaft machining. Additionally, both engines were limited in future increases in displacement and compression.
The future also anticipated requirements for both passenger cars and trucks. What if the design could be adapted to both? The production volume could warrant the investment in manufacturing facilities while reducing the capital cost per engine. The new engine would have room for future changes in displacement and compression without large retooling expenses, and the cost of added production could be amortized over a longer period of time.
Due to these considerations, the decision was made to start with a clean sheet rather than base the new V8 on the small-block. The new design became known as the W engine.
(Image courtesy of General Motors)
Five new ground rules were established (quoted from the aforementioned article):
Adaptability to a broad range of displacement with a minimum number of different parts
Overall dimensions compatible with anticipated space limitations of passenger car design
Adaptability to a broad range of compression ratios to match the octane trend of future fuels
Provisions for mounting accessories required for both passenger cars and trucks
Flexibility in the use of machine tools to accommodate future engine modifications
Chevrolet introduced the W engine (Turbo-Thrust for passenger cars, Workmaster for trucks) for 1958, becoming the first engine developed for both cars and trucks that met future, anticipated needs. It was produced through 1961, the same year the 409 was introduced. The 409 lasted through January 1965, upon which it was replaced by the 396 “Mark IV” big-block.
Now go tell your friends and change the trajectory of history!
I have been writing about old cars for more than 20 years, so it is not often that I find a model I’ve never heard of—but a few days ago I came across something that was new to me. While searching the listings on AutoHunter, I saw a one for a GMC Caballero. I could tell as soon as I saw the photos that it was obviously a “badge-engineered” version of the El Camino, but I had never seen or heard of the GMC variant.
The GMC division’s Sprint was as described and something common across the entire GMC product line: a badge-engineered version of the Chevy El Camino. When the downsized platform for the El Camino was introduced in 1978, the Sprint was renamed the Caballero. I think the name change was good, as “Sprint” does not have a lot of impact, but “Caballero” sounds as cool as El Camino. In keeping with the Western theme, the car’s three trim editions were named Laredo, Amarillo, and Diablo. These were basically all trim and option packages (think different interiors, different wheels and a lot of decals).
The car is painted in its original color of Briar Brown over a light brown cloth and dark brown vinyl interior. The seller says this Caballero is a garage-kept survivor with only two owners from new. To me, this statement means this example likely still has its original paint and original interior, something I like more than a restored car. To verify this, I would ask the seller about this in the auction listing comments section, but when I look carefully at the photos, it truly looks like an original example.
The one change from stock on the exterior is that instead of the factory GM wheels, this Caballero is fitted with nice-looking 15-inch American Racing Torq Thrust wheels with proper-looking Cooper tires. I don’t mind this, as these wheels have been around since this car was new and are way cooler than the stock ones.
The interior also looks to be in original condition, with a vast expanse of brown and tan plastic, vinyl and velour everywhere you look. It is an example of period GM booting, but all looks correct and original. I see no rips in the seats or cracks in the dash. It also still has its stock radio, which is very surprising—if my friends and I had our hands on this car in the 1980s, it would have a crappy power booster and poorly installed Jensen 6 x 9s to blast Ozzy.
Under the hood is the stock GM 305ci V8 with a four-barrel carburetor. It also looks completely stock and original and is very clean. The seller does note that the air-conditioning system has been upgraded to use R134, which is a good thing (you certainly want working air conditioning in a brown car).
I wanted to know more about this car, so I called my friends Alan Galbraith (founder of the Concours d’Lemons) and Tim Suddard (publisher of Grassroots and Classic Motorsports magazines) to ask them what they knew about the Caballero. They were both considerably less excited about the rebadged El Camino than I was, but Alan did say they are rarer than the El Camino and that it would be welcome at the Monterey Concours d’Lemons. So maybe the Caballero is not a blue-chip collector car, but it is not very common either.
If you are looking for something a little bit different, love the idea of the Wild West and the Caballero name evokes that in you, and want a collector car in original shape that is also useful for hauling stuff, then maybe make a bid or two on this Caballero—but do so soon, as the auction for this unusual GMC ends on Tuesday, May 27, at 1:15 p.m. PST.
The MazdaSpeed 6, sold from 2006 to 2007, was Mazda’s bold answer to the Subaru WRX STI and Mitsubishi Evo. While it never reached the cult status of its rally-bred rivals, the MazdaSpeed 6 packed serious punch, cutting-edge AWD tech, and luxury touches that made it unique. It was misunderstood in its time—but car enthusiasts are starting to look back and realize this turbocharged sleeper sedan may have been one of the 2000s’ most underrated performance cars.
Turbocharged Powertrain That Packed a Punch
Mazda
Under the hood of the MazdaSpeed 6 was a 2.3-liter direct-injection turbocharged four-cylinder engine producing 274 horsepower and 280 lb-ft of torque. In the mid-2000s, that was no joke—especially when paired with its slick 6-speed manual transmission. The turbo came on strong, delivering serious mid-range grunt. This wasn’t just a “zoom-zoom” marketing gimmick—this car could pull hard and surprise more expensive sports sedans off the line.
Advanced All-Wheel Drive System
ReDrive
Unlike the front-wheel-drive bias of many competitors, the MazdaSpeed 6 featured a full-time all-wheel-drive system with an active torque split. It could send up to 50% of the power to the rear wheels, which gave it a balanced feel and great traction in wet or snowy conditions. This gave it an edge over front-drive sport sedans and even helped it compete with Subaru’s symmetrical AWD setup.
More Torque Than a 2006 WRX STI
ReDrive
Believe it or not, the MazdaSpeed 6 delivered more torque than the 2006 Subaru WRX STI—280 lb-ft vs. the STI’s 289, but available at a lower RPM. That meant better real-world acceleration, especially for highway pulls and corner exits. While the STI had a higher redline and lighter weight, the Speed 6’s midrange was addictive. It was a sleeper—fast without shouting about it.
A True Manual Transmission Only
ReDrive
In an era where automatics were becoming more popular, Mazda insisted on offering the Speed 6 with a proper 6-speed manual transmission—no automatics, no CVTs, no dual-clutch gimmicks. It gave drivers full control over the powerband and made the car feel raw and engaging. The shifter had a satisfying weight, and paired with the turbo engine, it turned every drive into a thrilling experience.
Subtle and Grown-Up Styling
ReDrive
Unlike the boy-racer wings and hood scoops of the WRX STI or Evo, the MazdaSpeed 6 looked mature and understated. It flew under the radar, which made it perfect for enthusiasts who didn’t want to attract attention. With a slightly more aggressive front fascia, 18-inch wheels, and dual exhaust tips, it hinted at performance—but never screamed it. This made it a true sleeper in the sports sedan world.
Sophisticated Chassis and Suspension
ReDrive
The Speed 6 rode on a heavily revised Mazda6 platform, with a reinforced chassis and independent suspension all around. Mazda tuned the suspension for handling without making it punishing, so it could corner with confidence and still cruise comfortably. The setup struck a fine balance between road feel and ride quality, giving it an edge over some rougher-riding rivals.
Interior Comfort That Beat Its Rivals
ReDrive
Where the STI and Evo sacrificed cabin quality for performance, the MazdaSpeed 6 didn’t. It came with leather seats, Bose premium audio, and a more refined dash layout. It had heated seats and a proper trunk—not something you’d find in most WRX competitors at the time. If you wanted performance without giving up luxury touches, the Speed 6 hit that sweet spot.
Surprisingly Affordable on the Used Market
ReDrive
For years, the MazdaSpeed 6 flew under the radar—keeping its prices down. That made it one of the best budget performance sedans you could find, often going for half the price of an equivalent STI or Evo. While prices are starting to climb as enthusiasts catch on, it’s still possible to find one for a steal if you know where to look. Just make sure it’s been maintained—it’s fast, but not invincible.
Limited Production Numbers Make It Rare
ReDrive
Mazda didn’t build many of these—just around 23,000 units were sold in North America between 2006 and 2007. That makes it rarer than most mainstream sport sedans from the era. Enthusiasts are finally starting to appreciate how special this car really was. With its mix of performance, style, and tech, the MazdaSpeed 6 is quickly becoming a collector’s item for the discerning enthusiast.
A Legend That Deserves More Respect
ReDrive
The MazdaSpeed 6 may not have reached icon status like the WRX STI or Evo, but it deserved to. It blended speed, refinement, and everyday usability better than most of its rivals. It was the kind of car you could take on a track one day and to a business meeting the next. In the 2000s, it was ahead of its time—and today, it’s a hidden gem waiting to be rediscovered.
