Lamborghini has announced that it will begin building several models in the United States as a response to President Trump’s 25 percent tariff on all imported vehicles and foreign-made parts. In turn, the White House is taking a victory lap in the face of its much-maligned foreign trade policy.
Speaking to the Associated Press, Automobili Lamborghini CEO Stephan Winkelmann stated, “We have evolved the entire product range, and this growth has been no more apparent than in the United States. We see American enthusiasts as indispensable in helping grow the Lamborghini brand, so we will grow with America.”
Lamborghini Urus Performante (Image courtesy of Automobili Lamborghini)
Once a small-scale exotic brand, Lamborghini has grown by leaps and bounds over the past several years after the introduction of the Urus, an off-road-capable SUV. After its release for the 2018 model year, the Urus helped increase the brand’s sales by an impressive 27 percent, to 2,489 vehicles in one calendar year. More recently, Lamborghini sold exactly 3,000 vehicles in the U.S. in 2023, helping the storied Italian company deliver more than 10,000 cars worldwide; of those, 5,895 were Uruses. Sales for 2024 were similar.
Lamborghini Revuelto production likely won’t leave Italy (Image courtesy of Automobili Lamborghini)
Though Volkswagen already has a plant in Chattanooga, Tennessee (remember, Volkswagen Group owns the Lamborghini brand), tax-friendly Delaware is being examined as the place to assemble Lamborghini Urus and Temerario models, with the Revuelto expected to continue its production in Sant’Agata Bolognese through 2026 until its successor begins production.
We hope you’re enjoying April Fool’s as much as we are . . .
Initially just an ornamentation, Pontiac hood scoops first became functional in 1965 (aside of Super Duty 421 racers from several years earlier) via a dealer-installed air induction kit. Here are several Pontiac ram air hood designs currently listed for sale on AutoHunter or ClassicCars.com. Can you tell us the model and model year of each?
As usual, post your answers in the Comments section below. If you need a hint, you can click on an image.
The third-generation Camaro, which launched in 1982, was just what the company needed. The outgoing Camaro had been in production since 1970 and to say that it was getting a little old was an understatement. GM needed a new pony car, and the Camaro delivered.
Unlike the Ford Mustang – which became a much smaller car in the Fox Body iteration – the new Camaro was a bigger car, which gave it more presence. I was a freshman in high school when the new Camaro was released and remember thinking about how good it looked.
A few years into the car’s life cycle, GM introduced the IROC-Z, and it seemed to be a hit from the start. This performance-focused version of the Camaro included all the performance bits GM had to offer at the time, including an aerodynamic body kit with revised spoilers and a louver-style hood; heavily revised suspension with special high-performance springs, shocks and sway bars fitted; 16×8-inch alloy wheels with 245/VR50 series tires and a stiffened chassis. This all worked to give the IROC-Z an incredible skid pad number of .92g. In addition, the car had a 0-60 time of 7.5 seconds, which made it one of the best-handling and quickest cars of the time.
Featured on AutoHunter right now is a truly amazing example of one of these cars, a 32,000-mile 1987 Chevrolet Camaro IROC-Z. The auction will end on Monday, April 7.
The seller describes this IROC-Z as powered by a 5.0L V8 mated to a four-speed automatic transmission with overdrive. Finished in Bright Red over a red cloth interior, this original pony car is now offered by the selling dealer with the original window sticker, original sales invoice, showroom brochure, clean CARFAX report and a clear title. All of that to me spells potential show-winner, as the documentation matters with these cars.
The listing goes on to state that the exterior of the car is in truly excellent condition and free from any substantial imperfections. This IROC features optional T-Tops (which I like because of the extra headroom they provide) and is riding on its correct 16×8 IROC wheels clad with correct-size 245/50 BFGoodrich G-Force radial tires.
The interior of this IROC-Z also looks to be in showroom condition. It is finished in what I can only assume is its original red velour with no noticeable wear anywhere. Even the headliner and internal covers for the T-Top panels are perfect. Options include air conditioning, tilt steering column, leather-covered factory steering wheel, original factory Delco AM/FM cassette stereo system, power windows and power locks.
Under the hood is the car’s original carbureted 5.0-liter V8 with 170 HP and 250 ft-lbs of torque. Everything looks as you would expect it to for a true all-original, low-mile Camaro from the era, and the engine compartment looks perfect and original.
The underside of the car is also simply unbelievable. It looks as good as it did when it rolled off the assembly line. I could not even find any surface rust on the fasteners.
If you want a true collector-grade, all-original, potential show-winning IROC-Z, this one is it. It is the cleanest example I have ever seen on our site and one of the nicest examples I have come across since these cars were new.
Automakers revive nameplates all the time after a lull. Buick reintroduced the Skylark in 1975 after a break of two model years. Ford revived the Crown Victora as a trim level for the LTD after previously appearing as a fancy 1956 Fairlane. Our Pick of the Day is a revived Dodge name that took a six-year respite: Coronet. This 1965 Dodge Coronet 440 two-seat wagon is listed for sale on ClassicCars.com by a seller in Pittsburgh.
The Coronet first appeared in 1949, at the top of Dodge’s first all-new postwar cars. But what seems to be endemic in the industry, the Coronet was pushed down a notch when the 1954 Royal was introduced. The following year, Dodge introduced the Custom Royal, pushing Coronet to the bottom. This would be the case through 1959 as, in 1960, Dodge introduced a low-line Dart series and a larger series that included Matador and Polara.
When Dodge introduced its mid-size series for 1965, it applied the Coronet name. There were four Coronet trim levels in total: Coronet, Coronet Deluxe, Coronet 440, and Coronet 500. The former three came standard with the 225ci “Slant Six;” optional for those and standard for the buckets-and-console Coronet 500 was a 273ci V8. All Coronet models could be ordered with a 318 “Poly,” 361 big-block, 383 four-barrel, or 365-horsepower 426 “Street Wedge.” An additional 101 “A990” Coronet two-door sedans were built with the 426 Race Hemi.
Coronet sedans sat on a 117-inch wheelbase, while wagons utilized one that was an inch shorter. While 116-17 inches sounds somewhat large for a mid-size vehicle, don’t forget that Dodge downsized its full-size cars in 1962 in a bid of failed intelligence. Both the Dart and Polara used a 116-inch wheelbase, which was three inches shorter than the competition’s. Dodge’s usable interior room was competitive, but the public generally regarded bigger as better, and Dodge’s sales were hurt as a result (though, admittedly, awkward styling may have been a bigger culprit). Dodge rushed to bring a true full-size car, cobbling together a Chrysler Newport with a tweaked 1961 Dodge nose. The new Custom 880 would help fill the gap until the new, full-size C-body appeared for 1965, and the “downsized full-size” B-body became a mid-size Coronet.
This 1965 Dodge Coronet 440 two-seat wagon, one of 8,447 V8s built, is the mid-line offering, hitting the sweet spot between austere and sporty. Is it any wonder that the Coronet 440 was the most popular mid-size Dodge for 1965? Customers overwhelmingly preferred the V8, with this family hauler being powered by the 230-horsepower 318 backed by the trusty TorqueFlite automatic. Note the snazzy two-tone paint scheme of Light Blue (code C) with White (code W) top. Other features include full wheel covers. Inside, you’ll find a matching blue interior with aftermarket cassette radio and not much else. But this is the 440, so it’s far from the most austere offering.
Ever so insightful, the seller says, “This was a family car through and through and brings back many memories of just that, the family grocery running car. Don’t let this piece of history and nostalgia slip by.” That’s truth in advertising! For $18,750, you can have your own revival and develop new memories on the open road with your family.
When it came out in 2003, the Phantom VII was the first modern Rolls-Royce in decades. But that model’s significance went beyond its connection to its ancestors or its moment in time. The 2003-2017 Phantom VII provided a glimpse at the future of the ultra-luxury automaker.
After BMW acquired the rights to manufacture Rolls-Royce automobiles in 1998, it set about creating an entirely new factory for an all-new model. One minute after midnight on January 1, 2003, the first Phantom VII was delivered to its new owner at Rolls-Royce’s Global Centre of Luxury Manufacturing Excellence, aka Goodwood, where every Rolls-Royce has been made since then.
Instead of using dated body-on-frame or even unibody construction, Rolls-Royce opted for a stiff yet lightweight spaceframe for the Phantom VII’s underpinnings. The skeletal framework, dubbed the “Architecture of Luxury,” consisted of approximately 200 extruded sections that served as connection points for the suspension, engine, and body panels. Those underpinnings have evolved over time and serve as the foundation for Rolls-Royce’s current portfolio of vehicles.
The debut of the Phantom VII also marked the introduction of an all-new BMW-sourced 6.75-liter V12 – the first 12-cylinder engine for the Phantom since the 1930s. With the exception of the Spectre EV and its high-performance Black Badge variant, all modern Rolls-Royces continue to draw upon smooth V12 power.
Surprisingly, the parameters for the first new Phantom (codenamed RR01) in more than a decade were relatively open-ended. Rolls-Royce told Chief Exterior Designer Marek Djordjevic it needed to have big wheels, the signature radiator grille, and the Spirit of Ecstasy. Djordjevic looked to Rolls-Royce’s past for inspiration, which he found in the Silver Cloud, Silver Shadow, and an early-1930s coachbuilt Phantom II. According to Rolls-Royce, the end result was a car with “a roofline just over twice the height of the wheels; a long wheelbase, with the front wheels well to the fore and a minimal front overhang; a long bonnet, visually linked to the passenger cabin by an accent line of brightwork; and an imaginary line drawn rising from rear to front along the lower edge of the body, reminiscent of a motor yacht at speed.”
The cabin was designed in line with what Rolls-Royce calls the “Authority Concept,” which emphasizes occupant comfort. In the Phantom VII, the driver had a clear view of the road ahead and could intuitively access important controls on the go just by touch alone.
Rear seating accommodations were available in two configurations: “Individual” with a fixed center armrest and console or “Theatre,” which had a flip-up armrest and seats angled slightly toward each other to make conversations easier. No matter which layout was selected, those in the rear exited the Phantom VII through a pair of distinctive coach doors.
Rolls-Royce used the Phantom’s versatile underpinnings to diversify the range of available models. An Extended Wheelbase model that offered additional second-row space was a logical progression. In response to the popularity of the 100EX concept car inspired by 1930s J-class racing yachts, and shown at the 2004 Geneva Motor Show, the automaker made a similar production car known as the Phantom Drophead Coupé. A Phantom Coupé derived from the 101EX concept debuted later as the first Rolls-Royce with the Starlight Headliner, which has become a signature Rolls-Royce feature.
Those searching for something more exclusive and personal turned to Rolls-Royce’s Bespoke division to make their Phantom VIIs truly unique. That trend has only continued over time, making 2024 the peak year for Bespoke builds.
It’s hard to believe that it’s been almost 10 years since the Phantom VII was discontinued. Over the course of 14 years, it brought Rolls-Royce into a new age and set it up for the years to come. As its successor shows, the Phantom continues to be the ultimate sedan from the ultimate luxury car manufacturer.
A passion for automobiles is a powerful force. It drives people to do hours of research, read countless reviews and articles, and as you’ll see in this video, put time and sweat equity into building the cars they want. At the Future Collector Car Show (FCCS), part of the Barrett-Jackson 2024 Scottsdale Fall Auction, AutoHunter Cinema met Tom Hartje, the owner of a 1997 Lotus Esprit V8, and his son William. A couple of months after Tom got this English exotic home, the engine gave out. Instead of having the Esprit hauled to a junkyard, Tom decided to rebuild the twin-turbo 3.5-liter V8 and bring his Lotus up to OEM+ specifications by keeping a lot of the original parts while making strategic upgrades.
As part of the engine overhaul, Tom installed a new crankshaft and pistons, larger turbos, custom water-to-air intercoolers, a new ECU, and more. To make sure the five-speed manual transmission could handle the engine’s higher output (which ended up reaching 629 horsepower and 632 lb-ft of torque), Tom had beefed-up internals installed. With a little help from William, Tom upgraded the lighting to LED. He also enhanced the Esprit’s distinctive lines with custom fender flares and added a set of bronze Advan wheels.
Stay tuned to the AutoHunter Cinema YouTube channel for news on upcoming events like the Future Collector Car Show, and join in on the fun!
When the Audi TT first appeared as a show car at the 1995 Frankfurt Motor Show, it was a slick slice of retro-futurism brought to you by two American designers. This was around the time the redesigned Audi A4 hit the streets, catching the industry’s eye for its attention to detail that raised the bar among upscale brands and beyond. Being based on the Group A platform (shared with the Volkswagen Golf and Audi A3, among others) made production of the show car a great possibility, with the production TT Coupe appearing in the fall of 1998 and the Roadster following almost a year later. This Ocean Blue Pearl Effect 2003 Audi TT Roadster quattro listed for sale on AutoHunter nicely flaunts its Bauhaus-esque style, but with the added feature of a top that drops. It comes with original window sticker, dealer-stamped service book, service and maintenance records, clean CARFAX report, and clear title.
The Ocean Blue Pearl Effect hue is an attractive alternative to the silver color often found on TTs. Other features include black convertible top with glass rear window, rear spoiler, color-matched side mirrors, xenon headlights, twin exhaust tips, and silver roll hoops. A set of 17-inch forged alloy wheels is wrapped in 225/45 Michelin Pilot Sport A/S radials.
The Aviator Gray cabin features leather front bucket seats (heated, no less!). Other interior features include center console with manual shifter, tilt and telescopic steering column, cruise control, power steering, power windows, electronic climate control, and Bose Audio Package, which includes an AM/FM stereo with six-disc CD player.
Gauges include a 160-horsepower speedometer, 7000-rpm tachometer, and gauges for the coolant temperature and fuel. The odometer currently shows 99,486 miles, which is in line with the most recent CARFAX from December 2024.
Powering this TT is a 1.8-liter DOHC turbocharger four-cylinder, which was rated at 225 horsepower. It is shifted by a six-speed manual transmission.
Of course, being a quattro, this Audi features permanent all-wheel drive with electronic differential lock. Other features include ESP (Electronic Stabilization Program), anti-lock disc brakes, and more. The brake system has recently been flushed, and the front axles and outer tie rods have been replaced.
The Audi TT has what’s arguably one of the best designs from the past 30 years, and this 2003 Audi TT Roadster quattro is a droptop and six-speed to boot. Bidding for this AutoHunter auction ends on Friday, April 4, 2025, at 11:30 a.m. (PDT).
“They don’t make ’em like they used to” is a phrase that’s been used a lot. We’re willing to guess it’s been uttered quite a few times in regards to the Lincoln Zephyr of the 1930s and ’40s. The expression definitely fits our Pick of the Day, a 1939 Lincoln Zephyr Convertible Sedan posted on ClassicCars.com by a Pennsylvania dealership.
One particularly interesting thing about the ’39 Zephyr Convertible Sedan is that Lincoln didn’t build too many of them in the first place: only 302 were produced. The 1939 model year also brought the introduction of hydraulic brakes and various styling changes, including reshaped bumpers and enclosed running boards.
According to an included information sheet produced for the 2005 Hilton Head Island Concours d’Elegance, only a dozen ’39 Zephyr Convertible Sedans were known to be in existence at the time. This one has remained on the road and in events thanks to a frame-off restoration, which resulted in fresh Neenah Cream paint, a new tan soft top, and an interior reupholstered in brown leather.
Production numbers aside, you just don’t see convertibles like this any more. Yes, you can lower the soft top on a four-door Ford Bronco, but that’s not a sedan and you have to remove the plastic rear side windows first.
Then there’s the engine and transmission combo this Zephyr has. America hasn’t produced a V12 in ages. Even Ferrari and Lamborghini haven’t made V12 manual cars in a long time. The McLaren F1 is 30+ years old. So is the BMW 850CSi. But this Lincoln has a 110-horsepower, 186-lb-ft 267ci L-head V12 paired with a three-speed manual gearbox.
Another thing this Zephyr has? Awards. This car cleaned up in the early 2000s, winning trophies from the Antique Automobile Club of America, Lincoln Zephyr Owners Club, and Lincoln & Continental Owners Club.
They certainly don’t make cars like this 1939 Lincoln Zephyr Convertible Sedan any more. And the number of survivors will only go down over time. You have your chance to get one of them right now for $85,000.
Jay Leno has had a lot of iconic vehicles in his garage: Mustangs, Corvettes, Lamborghinis, and many more. I’ve seen the videos on many of them, but I can’t recall ever seeing a GM “Square Body” truck in Leno’s automotive cathedral. That changed when I saw Empire Fabrication’s custom 1978 Chevrolet C30 dually roll in.
In the following video, Empire Fabrication founder Sean Ramage gives Leno a breakdown of the 18-month build known as “Elwood.” The owner bought the truck sight-unseen, then dropped it off at Empire’s shop in Ventura, California. Ramage and his crew soon learned some donor body panels would be needed. Once they got those, they proceeded to restore certain parts, such as the remaining original sheet metal, door handles, and steering wheel, while upgrading others.
The thirsty original 454ci gas V8 was yanked out and replaced with a much more efficient yet brawny 24-valve Cummins turbodiesel straight-six. Of course, while Empire was in the engine bay, it made sure to add some goodies from Banks Power and install a custom-made intercooler system. Output is now 260 horsepower and 350 lb-ft of torque. Instead of the original Turbo 400 or a Dodge transmission, Empire opted for an Allison six-speed auto.
As part of the build, Empire freshened up the exterior with new brightwork, thoughtful paint choices, and a set of modified wheels. It took 22.5-inch Alcoa semi wheels and machined them down to 22s. Elwood may be nice and shiny, but don’t let its looks fool you: it’s going to be put to work. The owner is going to use Elwood to pull his show truck.
Driving long distances to events means the owner is going to spend a lot of time behind the wheel. That’s why Empire modified the redyed seating to be more comfortable and installed a more modern stereo.
Watch the video below to ride along with Jay Leno as he learns more about this impressive build.
Every Bugatti is outrageous in its own way. We’re not talking about Chevy Cavaliers here. It’s a Bugatti, the product of a company that (in its current incarnation) has made only multi-million-dollar cars with 16-cylinder engines for the past 20 years. The latest of those is the Tourbillon, which is over the top, as expected. The new racing-inspired Équipe Pur Sang package takes the Tourbillon even higher into the stratosphere of exotica.
The Tourbillon does away with the Chiron’s quad-turbo 8.0-liter W16 in favor of a naturally aspirated 8.3-liter V16 that produces 1,000 horsepower. The Tourbillon was produced under the management of Bugatti’s newest owner, Rimac, the Croatian company known for making the all-electric Nevera, which uses its 1,914 horsepower to teleport to 62 mph in 1.81 seconds and surge to a top speed of 256 mph. Rimac’s involvement means the Tourbillon’s already ridiculously powerful engine is hooked up to three electric motors that pile on an additional 800 horses.
The Équipe Pur Sang (French for “Thoroughbred Team”) package doesn’t increase the Tourbillon’s output, but it does make it more aerodynamic and (somehow) even more distinctive than it already is. The treatment starts on the outside with a front splitter, which coordinates with a bespoke rear wing to up the Tourbillon’s ability to cheat the wind. The 20-inch front and 21-inch rear directional wheels also help by reducing turbulence while also sending up to eight percent more air to the rear radiator to keep this Molsheim megacar cool. At the rear is the Équipe Pur Sang package’s most distinctive feature: a special exhaust system that ends in eight outlets, which sit above a special diffuser that increases downforce.
Inside the Alcantara-lined cabin is a pair of Performance Seats, which were designed to be supportive in high-G turns, surrounded by something Bugatti calls “Black Poli” trim and the “Medium Carbon Fiber Interior Package.”
If a client doesn’t choose the Équipe Pur Sang option, there are still several ways of making his or her Tourbillon stand out from the rest. According to Bugatti, “From 23 new exterior colors to 20 new leather options, 10 new Alcantara choices, and 7 new carpet colors, the potential combinations are virtually limitless.” Even the instrument cluster, which consists of components made by Swiss watchmakers, can be ordered in different configurations.
Then again, no matter how a Tourbillon is spec’ed, it’ll be instantly recognizable. Bugatti is only going to produce 250 of them, each with a starting price of €3.8 million ($4.1+ million).
