Since BMW introduced the original M5 in 1986 as a 1987 model it has been the literal measuring stick for all full size high performance sports sedans. Over its various generations it has pushed the envelope for what a sports sedan can be; each generation has almost become a collector car from the instant they were released. As a result the M5 has been a car that has increased in value over the years, especially the original E28 version and the now mythic 3rd generation E39 model.
There is one classic M5 that seems to have been overlooked, though, and that is the 2nd generation E34 M5. That has always seemed weird to me as the E34 M5 took everything that made the original a great sports sedan and improved it in every category. Doubt that statement? Then consider that while the E28 M5 covers 0-60 in 6.3 seconds, ran the 1/4 mile in 14.6 seconds, and a top speed of 146 mph, the E34 M5 made it to 60 in only 5.6 seconds, did the 1/4 mile in 14.2 seconds, and had a top speed of 155 mph. In addition to that the E34 M5 was the last BMW M model that was basically a handmade car by the BMW M division. I have personally owned one of each of these cars and have always thought that not only was the second generation M5 the better car, but when you also consider the quality of materials, ergonomics, and overall ability of the car, that it was in many ways in a whole other category.
This M5 seems to be the very definition of a survivor or preservation car. According to the seller it still wears its original Alpine White paint over its original grey leather interior. They add that it is an early production date car (06/90), and numbers matching everywhere.
They go on to say that this M5 has spent its time in Arkansas, Georgia, Tennessee, and Florida and is a four-owner car. It has about 145,189 miles and is current on all maintenance. It includes the original BMW books, literature, manuals, and BMW service stamps from 1991-on and now resides in Florida.
The exterior of this 1991 BMW M5 has the original factory Alpine White paint which they verified with paint meter readings, and it has spent most of its life in southern climates with no exposure to salt or snow. It rides on 235/45ZR-17 Michelin Pilot Sport tires with 8.0-by-17-inch M system II throwing star wheels. Being original there are a few nicks, dimples, and scratches which you would expect from a 32-year-old car that has been used as intended. the car has a clean Carfax with no issues or body work other than resprayed side mirrors and bumpers.
The interior is upholstered in awesome grey bison leather with a leather steering wheel. It has power sport front seats, and the seating shows minimal wear for a 32-year-old car. This lack of wear is due to the optional Bison leather which wears much better than the standard BMW leather of the time. There are no cracks in the dash and all the gauges work with no dead pixels. It also still has its factory stereo with BMW cassette player and CD changer located in the trunk. The seller does say that there are a few issues including that the cruise control, pass. door lock rod non-op, central locking system, and driver side thigh extender do not currently work. They also add that the door cards are starting to separate a little which is a normal failing on E34 cars. Finally, they state that there is no sagging of the headliner, another common failing in E34 cars over time.
Under the hood is an exceptionally clean original s38 engine with no aftermarket modifications. I personally love the look of the individual throttle bodies on these engines, an engine that started its history in the M1. This is also unusual as with BMW M cars, many owners feel the need to add things to improve performance. These mods are always a trade off and to me an E34 M5 offers plenty of performance and does not need these. A stock M5 is always going to be worth more than the modified one, no matter how well executed the modifications are.
If you have driven an E28 M5 I would describe the difference as where the E28 M5 is more raw, the E34 version is more sophisticated. To me the driving experience in the E34 M5 always felt more capable than the E28 and was an easier car to drive at the limit.
Here’s the best part. In today’s market, where a nice original 1st generation E28 M5 will cost somewhere north of $60,000, this second generation 1991 BMW M5 is being offered for only $39,995. When you consider the difference in price and the fact that these are the last hand assembled M cars that just seems like a great deal that will not last long.
The 1980s were a time of technological optimism in the automotive industry. Manufacturers eagerly integrated futuristic features, envisioning a new era of high-tech vehicles. However, this rush to innovate often led to unexpected and humorous outcomes. Cars that were meant to embody cutting-edge technology sometimes ended up as cautionary tales of overambition and underperformance. This article explores ten such vehicles that, despite their high-tech aspirations, became sources of amusement and lessons in automotive history.
This 1932 Ford Model B is a steel-bodied, five-window coupe that was acquired by the seller in 1988 and rebuilt in 2015. The roof was filled and the top was chopped before the car was painted black, and it is mounted on a modified boxed frame with chrome spreader bars. The car rides on a four-bar front setup with a drop axle, and out back is a four-link setup with adjustable coilovers. A Vega steering box, power-assisted four-wheel disc brakes, an Ididit polished tilt column, and So-Cal gauges were also used. The ZZ4 350ci V8 has a roller camshaft and is topped by a 750cfm Holley carburetor, and it is linked to a T-5 five-speed manual transmission and a 9″ rear end with a 4.11 limited-slip differential. This 1932 hot rod is now offered in Canada with Ontario registration.
The Ford steel five-window coupe was sourced from North Dakota according to the seller. The roof was filled and the top was chopped 2.5″, and the car has a louvered hood and chrome spreader bars. Cowl lights have been retained, and guide-style lights are used up front. The rear window rolls down, and the windshield tilts out. The right-side glass is cracked.
A reinforced frame with American Stamping boxed rails was used, and the suspension features a chromed drop axle and a four-bar setup up front along with a four-link rear end with QA1 coilovers. The rear frame has been C-notched for clearance, and the power-assisted four-wheel brakes use a 7″ brake booster and Wilwood calipers up front. Big-and-littles are mounted on the steel wheels.
The Glide bench seat folds and is upholstered in black vinyl. Matching treatments cover the side panels, and black carpeting lines the floor.
An Ididit column was installed along with So-Cal gauges set in an engine-turned panel. The 2,400 miles on the cluster represents the distance driven since the 2015 build was completed, and the seller estimates they have driven the car 10k miles.
The ZZ4 crate engine has a roller camshaft, an Edelbrock Air Gap intake manifold, and a 750cfm Holley carburetor. The headers and dual exhaust system have been ceramic-coated, and an aluminum water pump and radiator were fitted along with MSD ignition, an air scoop, and Olds-style valve covers.
The T-5 World Class five-speed transmission uses an 11″ clutch, and it is linked to a Ford 9″ rear end with a 4.11 limited-slip differential.
The car is registered as a 1932 Ford using VIN B521A6679. The registration acts as proof of ownership in Canada.
At Monterey Car Week in August 2025, Gordon Murray Special Vehicles (GMSV) debuted the Le Mans GTR, a track-focused supercar paying homage to the sleek, high-downforce “longtail” endurance racers of the 20th century. Limited to just 24 units—one for each hour of the legendary 24 Hours of Le Mans—this V12-powered masterpiece was commissioned by private collector Joe Macari and sold out immediately.
A Modern Longtail Philosophy
While drawing on racing history for its inspiration, the Le Mans GTR represents a new chapter for the Gordon Murray Group, emphasizing pure, driver-focused performance over raw power statistics. It leverages the renowned naturally aspirated Cosworth V12 engine and six-speed manual transmission from the GMA T.50 but swaps the T.50’s signature rear fan for a new, aggressive aerodynamic package.
The aero setup is engineered for ground effect without a fan, featuring a deep front splitter, side skirts, and a full-width rear wing that replace the T.50’s active system. This design, refined using Murray’s Passive Boundary Layer Control, results in a low-drag, high-grip package that balances aesthetics and aerodynamic function.
Refined for the Track
Beyond its new bodywork, the Le Mans GTR is purpose-built for the circuit. The car features a stiffer and lighter suspension, a wider track, and larger Michelin Pilot Sport Cup 2 tires to improve handling and cornering. A solid engine mounting system enhances driver feedback by eliminating compliance without excessive noise and vibration, and larger front and side-pod intakes improve cooling.
The track-inspired ethos continues inside, where the cockpit has been pared back compared to the T.50. A redesigned dashboard, new switches and dials, and reworked seat cushioning and pedal pads create a focused driving environment. The auditory experience is heightened by a roof-mounted ram-air intake that pipes the sound of the high-revving 12,100-rpm V12 directly into the cabin, an “orchestral” element for the driver.
A Collector’s Item From the Start
As a bespoke offering from the new Gordon Murray Special Vehicles (GMSV) division, every aspect of the Le Mans GTR reflects the vision of both the customer and the legendary designer. All 24 planned units are already allocated, with first deliveries expected in 2026. While pricing remains undisclosed, this track machine is already a certified collector’s item and a testament to Murray’s enduring philosophy of lightweight engineering, analog driving feel, and breathtaking design.
Hold on to your hats, ’80s kids and modern driving enthusiasts! Toyota has unleashed a bolt of pure, unadulterated excitement with the announcement of the 2026 Corolla Hatchback FX Edition. This limited-edition model isn’t just a new trim level—it’s a vibrant and athletic homage to the legendary AE82 Corolla FX16 of the 1980s.
The Corolla FX16 was Toyota’s pocket rocket of the 1980s, transforming the reliable-but-mild-mannered Corolla into a front-wheel-drive hot hatchback that could seriously tear up the streets. It was also the first Toyota ever assembled in the United States when it was built at the NUMMI plant in California. The sportiest version, the FX16 GT-S, was a thrill ride powered by the legendary 4A-GE engine, the same 1.6-liter, 16-valve, twin-cam masterpiece that powered the first-generation MR2 sports car.
Toyota Ignites Nostalgia with the 2026 Corolla Hatchback FX Edition
Right from the start, the FX Edition makes a powerful visual statement. Building on the already sharp SE-grade Corolla Hatchback, this special edition adds an eye-catching black vented sport wing for both aggressive flair and improved aerodynamics. But the true showstopper? The stunning 18-inch gloss-white-finished alloy wheels with black lug nuts that provide a jaw-dropping “wow” factor, especially when paired with the available Inferno orange or Blue Crush Metallic paint. Finishing the retro-inspired look is a heritage-inspired rear badge, a direct nod to the iconic FX16 of yesteryear.
Interior Accents That Pop
The dynamic exterior is just the beginning. Inside, the FX Edition boasts new black Sport Touring seats with suede inserts and bright orange stitching. This energetic pop of color isn’t limited to the seats, either—it continues on the door panels, steering wheel, and shifter boot, creating a cohesive and exciting cabin atmosphere. Drivers will also appreciate the standard 7-inch digital gauge cluster, offering customizable layouts to keep vital vehicle information front and center.
Modern power and features
While its heart is in the ’80s, the FX Edition is packed with modern tech and performance. It’s powered by the 2.0-liter Dynamic-Force inline four-cylinder engine, producing a peppy 169 horsepower and 151 pound-feet of torque—a significant boost over the original standard FX16. The continuously variable transmission (CVT) is specially tuned for a sportier feel, and paddle shifters allow drivers to cycle through 10 simulated gears for a more engaged driving experience. Despite the sporty additions, it maintains an efficient, manufacturer-estimated 33 combined MPG.
The car uses a Continuously Variable Transmission (CVT) with a manual mode, specifically a Dynamic-Shift CVT, which is the same transmission found in other Corolla trim levels. Toyota uses this transmission across its gas-powered Corolla lineup to balance smooth acceleration, responsiveness, and fuel efficiency.
The FX Edition also comes standard with the full suite of Toyota Safety Sense 3.0 driver-assistance features, plus standard wireless Apple CarPlay and Android Auto on an 8-inch touchscreen.
A limited-edition legend reborn
Toyota is building only 1,600 examples of the Corolla Hatchback FX Edition for the US market. This limited run ensures that the FX Edition will be a truly special car for the lucky few who snag one, cementing its status as a collector’s item in the making.
The 2026 Corolla Hatchback FX Edition replaces the 2025 Nightshade edition and is expected to arrive at dealerships in the fall of 2025. It is priced at $27,975 (including destination charge).
Over the past several years, the popularity of “getting away from it all” and overlanding has broadened the spectrum of off-road vehicles. At one end are more rugged versions of vehicles that were once purely road-focused, such as the new Nissan Armada Pro-4X and the all-electric Hyundai Ioniq 5 XRT. It may be just a one-off, but Chrysler’s Pacifica Grizzly Peak Concept shows just how far the appeal of vehicular adventuring has reached. At the other end of the spectrum are more focused versions of true off-roaders, including rigs such as the Lexus LX 700h Overtrail, Nissan Frontier Pro-4X R by Roush and, the subject of this week’s vehicle review, the 2025 Toyota Tacoma Trailhunter.
HOW DOES ONE HUNT A TRAIL?
As part of its complete overhaul of the Tacoma for the fourth-generation model released in 2024, Toyota added two new trim levels: the Platinum built on the upscale appearance and amenities of the Limited; the Trailhunter was built for overlanding and served as an alternative to the TRD Pro, which is more suited for high-speed adventures in the wild.
Like last year’s model, the 2025 Tacoma Trailhunter is equipped with gear designed to get it across rough terrain far away from civilization. It rides an inch higher in the front and half an inch higher in the back on a set of 18-inch wheels with 33-inch tires. A high-clearance front bumper, rock rails, ARB rear bumper with recovery hooks, and onboard air compressor are in place to help the Trailhunter avoid contact with Mother Nature, minimize the damage she does, or extract the Trailhunter from her clutches. Old Man Emu 2.5-inch forged monotube shocks with rear piggyback reservoirs absorb bumps along the way.
The Tacoma Trailhunter is exclusively powered by Toyota’s i-Force Max hybrid powertrain, which consists of a turbocharged 2.4-liter four-cylinder engine combined with a 48-horsepower electric motor and a 1.87-kWh NiMH battery pack. Total output is an impressive 326 horsepower and 465 lb-ft of torque, which reaches the pavement or dirt through an eight-speed automatic and part-time four-wheel drive.
That hardware and firepower comes at a Lexus-like price: our Tacoma Trailhunter press loaner has an MSRP of $63,235. With the addition of the Towing Technology Package, a spray-on bed liner, and three small accessories, the as-tested price balloons to $66,405—more than the starting price of a 2025 GX.
LITTLE BIG RIG
Even with the five-foot bed (a six-footer is also available), the Trailhunter was an absolute hulk, making it hard to believe it was a midsize truck. It felt just as substantial and authoritative behind the wheel. Everything within reach—the thick steering wheel rim, gear-like dials, and chunky shifter—fits the Trailhunter’s looks and personality.
Despite its rough and tough, off-road loner image, the Trailhunter was generously equipped. The Mineral SofTex front seats were heated and ventilated. Behind the heated, leather-trimmed steering wheel was a 12.3-inch digital gauge cluster. The massive 14-inch infotainment touchscreen provided access to the settings for the 10-speaker JBL audio system as well as wireless Android Auto and Apple CarPlay, although I found the connection with my iPhone to be infuriatingly sporadic.
The only thing that was uncharacteristically small about the Trailhunter was its back seat. Legroom was tight and the bolt-upright seatbacks were almost immediately uncomfortable. I sometimes wish I could ride in the back of press vehicles while someone drives just so I can experience them like a second-row passenger, but a minute or two in the back of the Trailhunter was enough for me.
Given the Trailhunter’s size and nearly 5,400-pound curb weight, I expected it to be an absolute brute on the road. To my surprise, it rode much better than I expected. Compared to cars, trucks get a little leeway when it comes to steering and brake feel, but the Trailhunter didn’t need much slack because they were both nicely weighted and felt natural. Every jab of the throttle released the hybrid engine’s mammoth torque, and dramatic whooshes and whistles from the high-mounted air intake.
A SATISFYING DISAPPOINTMENT
My colleague Luke Lamendola, the Collector Car Network’s media supervisor Dustin Johnson, and I went out to the Four Peaks trail in Arizona’s Tonto National Forest to put the Trailhunter to the test. They had been there before, so they knew which routes would give us a chance to use its various features, such as the Stabilizer Disconnect Mechanism, Crawl Control and Multi-Terrain Select systems, and rear locker. After we aired down, we ended up engaging many of those, but only in the academic sense, not out of necessity. No matter which line we picked or how steep or rutted the path ahead was, there was no “pucker moment.” The Trailhunter never scraped its chin, dragged its belly, or lost traction. Its machinery equaled its machismo.
You can watch Luke and me break down the 2025 Toyota Tacoma Trailhunter’s exterior, interior, powertrain, and on- and off-road driving dynamics in the video below.
Nissan’s variable-compression engines have been flagged in a new lawsuit.
In June 2025, Nissan issued a recall for approximately 480,000 vehicles equipped with defective VC-Turbo engines. Now, a class-action lawsuit filed against Nissan alleges that its innovative VC-Turbo engines, used in popular models like the Rogue and Altima, contain serious manufacturing defects that can cause them to fail without warning.
The suit claims Nissan knew of the defect since 2019, concealed it from consumers, and provided inadequate solutions through a recent recall for bearing failures in certain Rogue, Altima, and Infiniti models. They also allege that Nissan has been denying warranty claims and leaving owners to pay thousands of dollars for out-of-pocket repairs.
The following models equipped with either the 1.5L or 2.0L VC-Turbo engine are called out in the lawsuit:
Nissan Rogue: 2021–2023 models
Nissan Altima: 2019–2023 models
Infiniti QX50: 2019–2023 models
Infiniti QX55: 2022 models
What’s Wrong With Nissan’s Variable-Compression Engines?
The Nissan VC-Turbo engine’s primary benefit is its variable compression ratio, which allows it to continuously adjust between high compression for fuel efficiency and low compression for high performance, offering a “best of both worlds” approach in one powerplant. This results in impressive fuel economy without sacrificing significant power, as well as strong, responsive acceleration when needed, which creates a smooth and seamless driving experience.
The engine’s ability to adapt to driver inputs and operating conditions leads to significant efficiency improvements compared to traditional fixed-compression engines. However, this technology is allegedly failing due to defects in the engine’s main bearings, L-links, and other components. Reported symptoms of the defect include engine knocking, rattling or whirring noises, rough idling and vibrations, sudden stalling and loss of power, and complete engine failure.
This new lawsuit is unrelated to a prior class-action settlement regarding defective Continuously Variable Transmissions (CVT) in some 2015–2018 Nissan Murano and 2016–2018 Maxima vehicles. Final approval for that settlement occurred on July 18, 2025, with payments expected to be mailed to claimants between September and December 2025.
What Does Nissan’s Future Look Like?
The class-action lawsuit is ongoing, with plaintiffs seeking damages for repairs and other losses incurred. While the recall offers a potential solution, the lawsuit continues to pursue compensation and further action, alleging that Nissan’s prior knowledge of the defect warrants additional legal recourse.
While Nissan wades through the complications of its variable-compression engines, it plans to introduce a wide range of electrified vehicles, including next-generation EVs and hybrid vehicles using their e-POWER technology.
The company’s future is focused on an aggressive launch of new and refreshed models, including electrified vehicles and hybrid options, to meet diverse customer needs and drive growth. This plan, part of their long-term strategy “The Arc” and “Ambition 2030,” includes a diverse lineup with new EVs, e-POWER hybrid models, and traditional internal combustion engine (ICE) vehicles.
Crisp mornings, cool evenings, and roads lined with fall colors, autumn is one of the best times to enjoy a classic or collector car. But with the change of season comes added stress on older engines, drivetrains, and electrical systems. For enthusiasts, one unexpected breakdown can turn a dream ride into a costly project parked in the garage.
That’s where a Classic Vehicle Service Contract makes all the difference. It’s not just coverage; it’s peace of mind that keeps your vintage investment running smoothly through fall, winter, and beyond.
The Expensive Reality of Classic Car Repairs
Let’s face it: repairs on collector cars are anything but cheap. Parts are harder to find, labor is specialized, and tariffs on imported components are driving prices even higher. A small malfunction today could cost thousands tomorrow. With a service contract, you’re protected from those surprise bills just so you can focus on enjoying the drive.
What’s Covered Under a Classic Car Service contract?
Unlike generic plans, a Classic Vehicle Service Contract is built for vintage cars, with coverage designed to protect the systems that fail most often and cost the most to repair:
Engine Coverage
From pistons, crankshafts, camshafts, and valves to oil pumps, timing chains, and even turbochargers or superchargers. Engine rebuilds on classics can run $7,000–$12,000, but with coverage, you’re protected. Get a quote now at LegendaryCarProtection.com and see how affordable engine protection can be.
Transmission Coverage
Both automatic and manual transmissions are covered, including torque converters, shafts, clutches, solenoids, and gear sets. Transmission repairs often exceed $4,000–$6,000 without protection.
Axle shafts, gear sets, bearings, hubs, and four-wheel drive systems are included. Failures here are rare but devastating and often cost thousands.
Brake Systems
Wheel cylinders, master cylinders, calipers, and lines are covered. A complete brake system overhaul can set you back $3,000 or more.
Suspension & Steering
Ball joints, steering gears, shock absorbers, stabilizers, and bushings are part of Level 2 coverage. Suspension rebuilds often cost $5,000+, especially on vintage vehicles.
Air Conditioning & Electrical
Compressors, condensers, alternators, ignition modules, starters, and control units are covered. With tariffs pushing up part costs, even “smaller” fixes like an alternator replacement can run $400+.
Why Now? Tariffs and Rising Part Costs
The global market is making repairs more expensive than ever. Tariffs on imported car parts have caused a 20–40% spike in common components over the past year, with specialty or rare parts seeing even greater increases. For classic car owners, this means the cost of maintaining your vehicle is only going up. A service contract locks in protection now, before those costs climb even higher.
Coverage is designed to fit your lifestyle and your budget. Choose from multiple contract lengths and payment options including monthly payments instead of paying upfront. That way, you can keep your car protected without stretching your finances.
Easy Claims, Nationwide Coverage
Breakdowns don’t wait for a convenient moment. Thankfully, filing a claim is simple and can be done online or over the phone. Better yet, coverage applies at licensed repair facilities nationwide, so whether you’re at a fall car show or on a weekend cruise, you’re never stranded without help.
Getting Started
This fall, protect your dream ride with Legendary Car Protection. Get your free quote today and drive into the season with confidence.
To explore tailored protection options for your specific vehicle, visit LegendaryCarProtection.com. By submitting basic information such as make, model, and mileage, you can get a customized quote and select the plan that fits your needs.
Car ownership today comes with high expectations and high risks. A well-designed Vehicle Service Contract not only protects your finances, but also ensures your vehicle receives the care it deserves – no matter how iconic, rare, or routine it may be.
Your recent article about the Pontiac Ram Air V engine brought back my experience as a 20-year-old in 1970. As a teenager in the 1960s, there two things I was crazy about—girls and GTOs. In late summer of 1970, I bought a ’67 GTO: 400, four-speed and Safe-T-Track. It was fast but not fast enough. 440 Plymouths, Chevelle SSs and others were just as fast or faster. The magazines were writing about the Ram Air IV engine and its performance. I had to have a Ram Air IV engine for my GTO. I called my local wrecking yard about finding one—he had had one but sold it weeks earlier.
I continued my search. At that time Royal Automotive near Detroit was doing Pontiac performance work. I called and spoke to Milt Schornack, we discussed my needs, and he said no more new engine assemblies were available, but he did have a Ram Air IV engine they had removed from a new GTO and replaced with a Ram Air V. The engine had but a few miles and satisfied my needs for power. My friends and I planned the trip to get it.
In mid-November 1970 we got in my GTO and drove the several hours to Royal Oak, Michigan. We got a cheap motel room for the night and in the morning went over to Milt’s shop. Upon entering, we met Milt and began looking around his performance palace. The first thing I noticed was three new 455 HO engine sitting on the floor in shipping crates.
These were the highest performance engines offered for 1971. Round port heads, aluminum intakes but 8.5:1 compression. Other wonders awaited.
The Ram Air IV that I wanted was there, slightly used but looked ready for me: large, round exhaust ports, aluminum intake, four-bolt-main caps, just what I needed to satisfy my lust for power. Milt said he would sell it for $700. I had to have it.
We also saw Milt’s ’70 Judge NHRA race car. It was a Ram IV, automatic with a 4.33:1 rear axle and would run 11.80s. They were selling the car that week and going to build a new car for 1971. The new owner had a wreck towing the car across Ohio and it was supposedly destroyed.
There was also a complete Ram Air V engine in the back of the shop. It had been used some. When Milt saw us looking at it, he told me that it too was available, but the $2,000 price was too much for me.
At the end of the day, we loaded the Ram Air IV engine on a U-Haul trailer we had rented and headed back home. We got that motor installed in my GTO and had some fun with it, but my memories of Milt Schornack and Royal Automotive always remained. Of course, they were the back door of Pontiac Engineering—the parts they obtained, the information they had and their association with executives and Jim Wangers.
A few years ago, I saw one of my friends that had gone with me, and we talked about the trip. A nice memory. Where did our youth go?
Jonathan Vaughn-via email
Backyard Brawler
On Jim Richardson’s column in the May issue: I think we aren’t the only ones who built our first rides out of wood. Mine was very similar to Jim’s up to a point. I used a 12-inch by 2-inch bridge board for the basic platform, supplied by my grandfather who worked for the township doing bridge maintenance and repair. I was 8 years old, and my 18-year-old brother helped with the task. Instead of baby buggy wheels, we used the wheels from my little red wagon. The main difference between Jim’s coaster and my build was that my brother figured out how to add a motor to mine. During the time after World War II, many households swapped out the Briggs and Stratton gas engines on their washing machines for electric motors. I was able to buy a single-cylinder, kick-starter B&S engine from the local washing machine dealer for the lofty sum of $1. In the basement of his store, he had maybe 50 gas engines and he gladly sold me one. My brother had V-belt pullies welded to the rear axle and attached to the engine. It was a “direct drive” setup, and my brakes consisted of killing the engine and dragging my feet. After two years of fun in the backyard, I took the engine off the go-kart and installed it on a motor scooter frame similar to a Doodle Bug. I had to spend $5 for the motorless scooter.
John Robertson-via email
10 and 12 Talk
I got my May issue and while I’m happy that the Carrera GT became one of your favorites besides the V10 trucks, I felt that 10 wasn’t enough, considering some of the cars those engines have graced.
One of them is Lexus LFA, whose V10 sound is unlike anything else I’ve heard before. Yamaha codeveloped the 1LR-GUE 4.8-liter V10 engine with Toyota. I legit hated the car’s looks at first, but playing Forza Motorsports 4 on the Xbox 360 actually made me change my mind on the Lexus as a whole.
A lesser known V10 car from Japan was the Jiotto Caspita, which was built by race car constructor Dome and conceived of by Yoshikata Tsukamoto, the president of lingerie and underwear manufacturers Minoru Hayashi and Wacoal. The crazy thing was that the first iteration had, of all things, a Subaru flat 12-cylinder engine that was going to do F1 duty and was built by Motori Moderni—but it never got past the concept stage. The car’s second iteration had a Judd GV V10 that was made famous by the videogame Automodelista by Capcom.
The Audi 5.2 deserves a spot as well for being a technological marvel considering their expertise on inline-five engines and the first gen R8 5.2 was very much deserving of that engine, same with the Lamborghini Huracán and Gallardo (albeit the V10 was made by Lamborghini, yes).
America-wise, I feel that we got robbed of greatness if you consider what Ford was building with their concept cars like the Shelby GR1 in the case of the V10, same example with the Ford GT90 and Indigo regarding V12s. Then we have the Chrysler Phaeton and ME4-12 (granted, that had an AMG V12 but still). If Mercedes-Benz wasn’t so anxious about the SLR, we would’ve had a glorious world-beating supercar in our hands. Same with the Cadillac Cien with the Northstar V12 and the Sixteen. We really need to make V10s and V12s again.
All in all, I’m pleased by the list and for featuring the severely underrated Magnum V10 and the Triton V10, which I wish Ford would’ve done a high-performance variant of. A DOHC version would’ve been insane.
Luis Pagan-Barceloneta, Puerto Rico
I enjoyed the “Greater Than Eight” article in the May issue of Hemmings Motor News, especially the coverage of the 1931-’37 Cadillac V12. It brought to mind my first encounter with a 16-cylinder Cadillac, which you also mentioned. I was attending the Hershey Fall meet in the early 1980s with a close friend and we saw a crowd gathered around a vehicle that had the hood open. Naturally, we were curious about what was drawing this crowd. When we got close enough, we saw it was a 16-cylinder Cadillac idling so smoothly that it seemed to me to be like a beautiful wristwatch, ticking silently away keeping time! It was a work of art to say the least! Someone asked the proud owner who was standing there enjoying the adulation and compliments from the group, how much do you value the car at? His response was amusing as he responded that he had turned down offers of a quarter-million dollars! He also said, “To put things in perspective there is another one here at Hershey that is on a trailer and needs a total restoration and they are asking $60,000 for it.” Later we saw that particular car, and, yes, it did need restoration! It appeared to be a complete car—the problem was that many of the pieces were inside the vehicle instead of being attached to the exterior where they belonged! And the asking price was indeed $60,000! Thank you again for the article and for your wonderful magazine! Keep up the great work!
Robert Sands-via email
I thought the unloved Jaguar XJS might get some love in the “Greater Than Eight” story. Maybe next time. Heavy, weird styling (until the convertible), disastrous fuel consumption, Marelli ignition consisting of two six-cylinder distributors crammed into one unit, a crematorium of heat under the bonnet and all the normal “Jagisms” that come with it are enough to make you think twice. But a V12 emblem on the boot lid and the sweet sound at 6,000 revs nullifies a lot of shortcomings. So, it seems to me.
Hans Bertelsen-Deer Park, Washington
Restomod Thoughts
I read with interest the letters in the May edition highlighting displeasure with some of the articles on restomods and newer vehicles. I currently have two antiques, a 1967 Lincoln which earned an AACA Preservation Award and a ’99 Corvette convertible with some modifications which has received a best in show award recently. I was also an automotive editor at Chilton Book Company in the early 1970s, so I have been in love with cars for a very long time.
I must share a story with these readers. Having lived in many states over my lifetime, once I got to Florida I decided to join the Antique Automobile Club of America. As years went on, our numbers dwindled as folks got older, sold their cars or just couldn’t keep them. Very few people even came to the meetings.
An interesting thing happened. We got new officers and directors who opened the membership up to street rods, restomods and even rat rods. Our 35 or so members then are almost 200 now. My Lincoln club has included another club that specializes in modified Lincolns and added another one-third to its membership. The key takeaway is, adapt or die.
I enjoy the restomods you include and, talking to owners myself, they like them since they look old, but you can drive them on longer trips because of their newer drivetrains, reliability, and safety.
I respect the purists out there because I am one with my Lincoln, but also value those who like something a little different.
Phil Canal-Vero Beach, Florida
Voltage View
I enjoyed Jeff Smith’s voltage drop test article. He brought out some basic, but important information. Frequently, what seems to be a major problem turns out to be a bad ground. However, he left out one important fact for old, 6-volt, car guys: the importance of proper wires. You can’t use most of the off-the-shelf battery cables on a 6-volt system. Those wires are for a 12-volt system. Your 6-volt wires need to be at least 1/0 gauge. I have seen many people with chronic 6-volt starting problems and the culprit turns out to be 12-volt battery cables on a 6-volt system.
Mike Harrel-Denison, Texas
Sleepers Sell and Paul Newman’s Legend
Years ago, my nephew and his friends were interested in high-performance cars and were curious about the classic muscle car era I grew up in (1965-’72).
They greatly admired my ’87 Corvette that I had as my fun car at that time. They asked: “What’s a sleeper?”
I explained that it was a plain vanilla-type car, dull in appearance, with a super powerful V8, that could blow away muscle cars in a stoplight race.
My favorite were factory sleepers. What’s that you ask?
A new car, base model, with a killer V8 direct from the factory. Like the 1972 Olds Cutlass my friend’s aunt bought off the lot, which someone had ordered with a 350-horsepower, four-barrel 455.
Evidently, the original customer who ordered the car had to walk away from the deal, and Aunty Jane bought the car because she liked the color scheme!
But the greatest sleeper from my era and locale was an urban legend that I believed to be true.
Paul Newman, the actor and well-known gearhead, lived in Westport, Connecticut, about 10 miles from my old neighborhood. The story goes that he had a Volkswagen Beetle with the engine and rear seat removed; a Porsche racing engine and a five-speed were in their place.
He would cruise the streets of Southern Connecticut late at night during the summer when all the muscle cars were out stoplight drag racing.
He’d pull up to a light in his little VW Bug and then blow their doors off!
The 1990s marked a pivotal era in automotive design, ushering in innovations that continue to influence modern vehicles. This decade saw a shift from the boxy aesthetics of the 1980s to more aerodynamic and curvaceous forms, setting the stage for today’s vehicle designs. The integration of advanced materials, such as carbon fiber, and the adoption of digital technologies in dashboards and lighting systems, (goodwood.com), have left a lasting impact on the automotive industry. These advancements not only enhanced performance and safety but also redefined the visual language of cars, blending functionality with futuristic appeal.
