mod@tech

Few vehicles from automotive history are revered as much as the Volkswagen Bus when it comes to all-around versatility. The Bus – with its unmistakable lines and multi-purpose mission – has been around since 1950 and has gone by names including Transporter, Kombi and Microbus. After 75 years, it remains a favorite for beachgoers, road-trippers, campers and enthusiasts for its merits as an economical recreation vehicle.

The Pick of the Day is a 1978 Volkswagen Type 2 Bus listed for sale on ClassicCars.com by a private seller in Mill Valley, California. (Click here to see the listing)

“Our beloved VW Bus (Flo) needs a new home due to a move abroad,” the listing says. “She is a beautiful bus, serviced by Buslab and all paperwork has been kept from here and the U.K.”

Simplicity is the name of the game when it comes to the exterior. The cream-painted body has color-matched bumpers, a one-piece windshield, sliding side windows, a roof basket, sideview mirrors and whitewall tires. The vehicle was reportedly restored in the United Kingdom – where it resided from 2008 through 2023 – before being returned to California.

The interior is where this Bus sets itself apart – the cargo area is a sort of “Swiss army knife” with so many distinct features. The cabinetry was installed three years ago, and amenities include a bed, a Bluetooth stereo system, a fridge, a sink, a USB port, a table and storage compartments. How does that all squeeze in there?

A key selling point of the Type 2 Bus was that it had 70% more room inside compared to a domestic station wagon. One of the magazine ads from the period said, “Group rates, every time you travel. If you want to take your group out in style, comfort, and economy, remember, it’s more fun to take the Bus.” When not set up with living accommodations, some versions of the Bus could seat up to seven occupants in relative comfort.

Details about the drivetrain are not included in the listing, but the engine is more than likely a rear-mounted air-cooled flat-four that is paired with a four-speed manual transaxle. The seller says that the engine has accrued 75,685 miles since it was reconditioned. Recent maintenance has been performed by “Buslab,” a facility in Berkeley, California, that has been around since 2002 with a specialty in Bus parts and service. Buslab’s website even has a chronological history of the model.

My favorite photo with the listing is number 19, which shows a pup looking over the backseat. It is probably safe to assume the dog doesn’t come with the vehicle, but he or she makes a cute model. Maybe you have a furry friend of your own who needs a new adventure-mobile?

“Reluctant sale, and would love a family to get her,” the listing concludes. The asking price is $26,000 or best offer.

Click here to view this Pick of the Day on ClassicCars.com

The McLaren F1 is the Michael Jordan of automobiles: It performed at the highest level and was huge in the 1990s. Every automotive enthusiast has heard of it, and it’s often regarded as the greatest car ever. With its $778,000 price tag, BMW V12, distinctive central driving position, and a top speed of 240 mph, the F1 was a singularity in its time. But that was 30 years ago. Hypercars have only grown more powerful and faster. Plus, only a few of the people who idolize the F1 have ever driven one. Have nostalgia and mystique made it out to be more than it really is? A recent road test by Chris Harris answers that question.

If you’ve read or watched reviews of European hypercars, you’ve seen Chris Harris’s name before. He’s a British automotive journalist who’s competed in the Nürburgring 24 Hours race and co-hosted “Top Gear.” He’s been behind the wheel of the Ferrari LaFerrari, Porsche 959, Aston Martin Valkyrie, and plenty of other super-exotics. Given his experience, he’s less likely to feel the subconscious pressure to automatically proclaim the McLaren F1 as the best thing to ever happen to the automotive world.

Once Harris is on the move in the F1, he doesn’t even have to speak to communicate how it makes him feel. You can see it in his wide-eyed expression, particularly after he puts his right foot down on the handcrafted titanium gas pedal, causing the 621-horsepower V12 to let out its raspy mechanical wail. With each upshift of the six-speed manual gearbox, he flies faster and faster down the road.

What conclusion does Harris reach at the end of his spirited drive? Watch to find out if the F1 is a justified icon or an over-rated beneficiary of its statistics and the power of yesteryear.

The more you look at today’s AutoHunter Spotlight car, a 2002 Chevrolet Camaro SS convertible listed by a dealership in Kentucky, the better it gets.

Let’s start with the fundamentals: it’s red, a perennially popular color. To be specific, it’s Bright Rally Red. Then there’s the fact that this car is a convertible (just in time for spring!). A red convertible? That’s a classic combo. The power-operated White soft top brightens up the exterior even more.

Speaking of classic, it’s also a Chevrolet Camaro, an icon of American performance. The SS badges on its fenders and rear end mean it has the almighty LS1 5.7-liter V8 fed by forced-air induction that bumps output to 325 horsepower and 350 lb-ft of torque. A four-speed automatic processes that power and sends it to the Zexel Torsen limited-slip differential and rear 17-inch wheels and BFGoodrich rubber. Other features include the High Performance Ride and Handling Suspension, four-wheel disc brakes with ABS, a power steering cooler, and dual exhaust outlets.

As an SS model, this Camaro manages to balance its performance with comfort and convenience. The Ebony leather interior has a power driver’s seat, power mirrors, power windows and locks, a tilt steering column, cruise control, 500-watt Monsoon AM/FM/CD audio system, and air conditioning.

Take a close look at the gauges and you’ll see another great thing about this drop-top F-body: what’s that on the odometer? Yep, this Camaro only has 23,965 miles on it.

On top of all that, this car’s model year adds to its appeal. The fourth generation of the Camaro—and the model itself—came to an end in 2002. Yes, Chevy brought its Mustang-fighter back for 2010 but, for a long time, the ’02 marked the conclusion of an era in American automotive history.

If you want a low-mileage, high-performance slice of that history, place your bid now on this 24K-mile 2002 Chevrolet Camaro SS convertible. The auction ends on Friday, March 28, 2025 at 11:45 a.m. (PDT).

Visit the AutoHunter listing for more information and a photo gallery

Peer pressure can be a very strong pull. Since the dawn of humanity, people have been doing things they didn’t plan or want to do because they were cajoled—explicitly or implicitly—by the voice or behavior of others. So, why did it take so long for American Motors Corporation to come up with a proper muscle car? Our Pick of the Day is the Johnny-come-lately from Kenosha, a 1970 AMC Rebel Machine. It is listed for sale on ClassicCars.com by a private seller in Cleveland.

When it comes to mid-size muscle, the 1964 Pontiac GTO was the first. Oldsmobile added a 400 to the 4-4-2 in 1965, the same year Buick had a 401 Skylark Gran Sport. Plymouth and Dodge had 383 and 426 B-bodies in 1965, but it wasn’t until 1967 that the two brands produced an “image” car. Aside of the 1965 Z16 Chevelle, Chevrolet joined en masse in 1966 with the SS 396, the same year Ford/Mercury debuted the Fairlane GT/Cyclone GT.

Meanwhile, American Motors talked about competing toe-to-toe with the Big Three, but that only resulted in several sporty hardtops, an ungainly mid-size fastback, a competitor to the Mustang, and a one-off compact supercar built with the assistance of Hurst. If you were an AMC performance fan needing seating for five or six, you were out of luck.

This was strange, as the performance segment was making manufacturers money. Why AMC didn’t take a Rebel, throw in a 390, and give enthusiasts another car to choose from is a head-scratcher. However, as far back as June 1967, the corporation mocked up a 1969 Rebel in flat black and sans wheel covers. AMC did not proceed with this concept until 1970, though with assistance from Hurst.

At the time, former Pontiac adman Jim Wangers was working for Hurst, and he was among the folks who helped evolve the concept into a red/white/blue Rebel SST. Similar to what happened with the GTO Judge, the signature paint scheme (mandatory on the first 1,000 built) gave way to all colors on the palette, so later Rebel Machines were available in any AMC color and featured a flat black hood (with silver accents) and flanks sans stripes, as well as the signature scheme.

The 340-horsepower 390 powering all Rebel Machines featured modified intake and exhaust manifolds for a 15-horsepower bump over the 390 available for the Javelin and AMX. Other standard features included four-speed, bucket seats, Handling Package, rear sway bar, HD cooling, power disc brakes, 15 x 7-inch “Machine” slotted wheels with E60 x 15 white-letter tires, and 3.54 gears.

By the end of the model year, 1,936 were built. AMC offered a “Machine” package for the 1971 Matador (the replacement for the Rebel), but it basically was a “Go Package” for 360- and 401-powered Matadors. Possibly fewer than 100 were built, all looking like basic Matadors without stripes or air induction.

This 1970 AMC Rebel Machine wears its trademark red/white/blue paint. “I’m selling my Rebel Machine after 14 years,” says the seller. “It starts and runs nicely. I just replaced the master cylinder and changed the oil this October, and I just replaced the battery in November.” It is mostly original, with the seller painstakingly finding most of the important missing original parts over the years. Transmission is a Borg Warner T-10 four-speed, with other features including power steering, Twin-Grip with 3.54s, Space Saver tire, and AM radio.

The seller is also including a host of OEM parts like rim-blow steering wheel, red stripe kit from the original dies, intake and exhaust manifolds, and several Group 19 parts like Edelbrock intake and valve covers. You can see this Machine looks nice as-is but needs a special touch to bring it up to the level it deserves. Are you the (wo)man for the job? We think there’s someone out there who can be peer-pressured to spend $55,000 (OBO).

Click here to view this Pick of the Day on ClassicCars.com

To quote a line spoken by Doc Brown in the classic 1985 movie, Back to the Future: “Roads? Where we’re going, we don’t need roads.”

Michael Latimer of Chandler, Arizona, can say the same thing. Michael is the proud owner of an eye-catching 1994 Mitsubishi Lancer Evolution II sport sedan that looks like it is ready to spring into action on the backroads of a World Rally Championship (WRC) race course.

Michael explains, “As a Mitsubishi fanatic who has had the privilege of owning three previous Evos from various generations, a Pajero, and a Galant (as well as currently daily-driving a Delica), this project was the culmination of hundreds of hours of research, parts-sourcing, and work. It is an ongoing project, so it isn’t perfect, but I’m still very proud.”

Here is the video where we were able to have a Q&A session with Michael during a recent Future Collector Car Show (FCCS) at the Barrett-Jackson auctions in Scottsdale, Arizona.

Evo Basics

The Evolution (or Evo) rally car was based on the Lancer compact sedan and went into production in 1992. All ten subsequent generations – identified by Roman numerals I through X – were powered by turbocharged inline-four engines and propelled via all-wheel drive systems. The Evolution II went into production in 1994 and shared chassis elements with the fifth-generation Lancer.

Under the hood, Evo II power came from a 2.0-liter turbocharged “4G63T” DOHC inline-four mated to a five-speed manual transmission. The engine was shared with various other Mitsubishi models of the time, including some variants of the Galant, Montero, Delica, and Eclipse. A ventilated hood, grille inlets, and other aerodynamic treatment served to provide both function and fashion.

In rally racing, traction is paramount, so the Evo II came with a mechanical limited-slip differential an was engineered with a torque split of 50-50 between the front and rear wheels. Speaking of grip, the Evo’s Recaro bucket seats were heavily bolstered to keep front occupants locked in place.

There were just 5,000 examples produced of the Evo II, and all were sold in Japan.

Michael’s Ride

As of 2018 (and the federally-mandated “25 Year Rule”), the 1994-model-year Evo II had become legal for United States importation and was brought stateside from Japan around that time. Michael first learned about his Evo via a Donut Media video that was published in April 2019 (that video, incidentally) has since amassed over 1.2 million views).

Following his initial purchase, Michael spent the last several years painstakingly modeling the Evo II in what is known as “Group A” livery. “My first goal with the car was to get it to where I could daily drive it,” he said. He went through the inside and outside of the car to replace things like rubber seals. Michael later made changes to the fuel rail, injectors, airbox, and intake, and he added an HTA68 turbo.

The white and orange exterior has an unmistakable rally-racing look to it, complete with auxiliary lighting, a spoiler, and livery pulled from the World Racing Championship of 1996. Footwork comes from a set of color-keyed 17-inch OZ wheels wrapped in white-letter Toyo tires. On the interior, the factory stereo bezel has been replaced with a “ghost box” stereo system, and Michael uses some of the available console space for auxiliary gauges.

Rally and Join Us

The level of detail in Michael’s Mitsubishi build are top-tier, and we are thrilled he brought the Evo II out for us to admire. Now, if only there was a dirt path in the vicinity, he could have stirred up a little dust.

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!

Moparts Unlimited of Arizona, a local crowd of Chrysler Corporation collectors dedicated to strutting their Pentastar stuff all around the Grand Canyon State, held its 39^th annual H.E.M.I. Show on Saturday, March 15, 2025.

Sponsored by AutoNation Chrysler Dodge Jeep and Ram North Phoenix, the H.E.M.I. Show’s name may get you wondering what the acronym stands for. Glad you asked! High Energy Mopar Invitational is the answer—now you can move on with your life. For your intrepid reporter, though, he moved around the parking lot scoping out 250 or so automotive treasures from the Highland Park, Michigan company.

And if you’re not in-the-know in the Mopar world, then you may not be aware that the Blake Family are residents of Phoenix. Who are the Blakes? The smartest people in America—folks who snapped up Hemi ragtops when they were somewhat affordable. Today, they have several examples of the Big Kahuna of muscle cars that include at least one 1970 Plymouth Hemi‘Cuda convertible, 1970 Dodge Hemi Challenger R/T convertible, and 1971 Plymouth Hemi’Cuda convertible. Two of ‘em showed up at the H.E.M.I. Show. Imagine a local car show with the Holy Grail appearing twice!

Of course, Mopars Unlimited of Arizona is more than just Mopar muscle. Glance at the image gallery below to find more from Chrysler’s proud automotive history.

Texas is such a huge market for trucks that various manufacturers make specific editions of their pickups just for the Lone Star State. Ford has an entire trim level named after the King Ranch in Texas. But Jeep is aware that other states also like trucks. That’s why it came out with the Florida-specific 2024 Gladiator High Tide Edition. Now comes news of the 2025 Gladiator Big Bear Edition designed with Californians in mind.

Paying homage to Big Bear Lake, a mountain lake tourist destination in Southern California, and the California grizzly bear, the Big Bear Edition uses the Sport S trim level as a starting point. In addition to Command-Trac part-time four-wheel drive with 2.72:1 low range gearing, it comes standard with off-road features such as black 17-inch wheels with 32-inch mud-terrain tires and steel rock rails. A removable body-color hardtop, removable roof panels and doors, and a fold-down windshield let in the fresh air and provide better views of the Golden State’s natural beauty. No special-edition Jeep would be complete without the proper identification so the Big Bear gets special hood and tailgate badging.

Inside, there are Black McKinley-trimmed leather seats as well as the comfort of heated front seats and a heated steering wheel and the convenience of adaptive cruise control, a universal garage door opener, and a 12.3-inch Uconnect 5 touchscreen infotainment system. For those seeking even more outdoor fun, the Uconnect 5 system features AppMarket, which offers adventure apps like Geocaching and The Dyrt. Both rows of passengers are protected by side-curtain airbags.

Jeep will offer the Gladiator Big Bear Edition in seven colors: Black, Bright White, Granite Crystal, Hydro Blue, Firecracker Red, Anvil, and ’41, a shade of green that’s new for 2025. Only 5,000 will be produced, all priced from $46,090 (excluding a $1,995 destination fee). You can find the 2025 Gladiator Big Bear Edition now at California Jeep dealerships. Then it’s just a matter of deciding where to take it in that big, beautiful state—with the roof off, of course.

Plymouth had a problem in its hands when it redesigned its full-size series for 1962. Though interior measurements were on par with Chevrolets and Fords being sold down the street, the trim exterior proportions did not suit the public’s perception that bigger was better. The upside was that, all things being equal, Plymouths performed better than their heavier competitors. Even at the drags, Super Stock 413s gave 409 and 406 racers fits.

Plymouth added several inches to its length to 1963 to help rectify the issue, which helped while it worked on the “true” full-size series that would appear for 1965. Featured on AutoHunter is this 1963 Belvedere two-door sedan, which embodies everything that was impressive about Super Stock Plymouths of the time. Even better, this red-over-red example sports a Keith Black 572ci Hemi, pushbutton 727 TorqueFlite, Dana 60, bucket seats, and more.

Look at this sanitary Mopar! Other than the longitudinal side trim, this Belvedere is completely unadorned—not even side mirrors to distract . . . well, perhaps I spoke too soon because a Hemi-inspired hood scoop has been added. Fifteen-inch American Racing Torq Thrust wheels are wrapped in Hoosier radials, the latter measuring 26 x 7.5 inches up front, 29 x 12.5 out back.

The cabin is furnished in red vinyl, with a pair of bucket seats replacing the original bench. Chrysler’s famous push-button automatic transmission selector is to the left of the steering wheel, while below to the right you’ll find a custom gauge stand. Other features include AM radio, Grant steering wheel, and a removed rear seat but don’t fret, racers—sure, no rear seat means less weight on the driving wheels, but two batteries reside in the trunk to rectify that.

The instrument panel consists of a 120-mph speedometer and gauges for oil pressure, coolant, alternator, and fuel. Also present under the dash and the aforementioned gauge stand are a voltage gauge, 10,000-rpm tachometer, and even more gauges for the oil pressure and coolant. The odometer currently shows 143 miles, which clearly is not a reflection of the actual miles.

The Keith Black Racing Engines Hemi measures 572ci and puts out a dyno-rated 750 horsepower with the assistance of twin 850-cfm four-barrels. Other underhood features include a 4030 racing cam, 10-quart oil pan, and four-inch Doug’s headers. With the TorqueFlite being within arm’s reach, this is among the cars that became known as “Dial-A-Winners.”

That prodigious horsepower is harnessed by a Dana 60 rear axle with 4.10 gears and limited-slip. Of course, this kind of power demands a dual exhaust system.

This Hemi-powered 1963 Plymouth Belvedere two-door sedan a substantial car that will require muscles to drive. Up to the task? Consider this a challenge—just be sure to place your bid before Tuesday, March 25, 2025 at 11:45 a.m. (PDT).

Visit the AutoHunter listing for more information and a photo gallery

To some, the family station wagon is a goofy, unloved relic of their childhood, a reminder of forever-long road trips filled with sibling fights and frequent stops at boring roadside attractions. But to others, that wagon is a time machine that takes them back to fondly remembered times, a member of the family to be preserved and cherished. Care to guess which of those two descriptions fits our Pick of the Day, a one-family-owned 1950 DeSoto Custom Station Wagon posted on ClassicCars.com by a Virginia dealership?

It’s rare enough for a vehicle that was made 75 years ago to be more than a pile of scrap metal in an overgrown field these days. A car that old remaining in the same family that purchased it as a new car during the Truman administration? That’s the automotive equivalent of a unicorn—and this one has a hood ornament for a horn. Granted, this DeSoto wagon was restored at some point in the past, so it had some help staying alive, but that was somewhat offset by being stored for a long time after the owner died. Fortunately, their family held onto this handsome longroof until the selling dealer recently added it to its inventory.

Despite its age, this DeSoto appears to be in great shape. Thank goodness for that. There are a lot of woody wagons out there, but you don’t see DeSoto woodies all that often. Clearly, the combination of a restoration and time away from the elements and the hazards of the road served it well. All the burgundy paint is intact, and the wood trim is in remarkably good condition.

The same goes for the handsome tan vinyl interior, which comes equipped with two rows of bench seating and a rear cargo area floor with wood planks and metal dividers that will make any luggage or gear look more special than it is. However, the dealer notes this beauty will need a brake service to get it back on the road. Some new whitewalls probably wouldn’t hurt, either.

According to the dealer, the Powermaster 236ci inline-six is believed to be original to the car, and it “starts easily and runs smoothly.” A look at the brochure for the 1950 DeSoto lineup shows it was factory-rated at 112 horsepower at 3,600 rpm. The L-head six is connected to what DeSoto called a “Tip-Toe Shift transmission” with Fluid Drive, aka a four-speed semi-automatic.

This DeSoto wagon’s time with its original family has passed, but that means it can join your family now. The adoption fee is $59,900.

Click here to view this Pick of the Day on ClassicCars.com