Journal Classic Cars

The automotive media occasionally rubs it in when they show us a wagon that is being introduced in Europe but won’t be available in the U.S. Ever see the Volkswagen Arteon Shooting Brake? That gorgeous wagon never made it to America. And when was the last time the BMW 3 Series wagon was available in the continental U.S.? It’s available in M3-spec too! Now, Mercedes-Benz introduces a new CLA Shooting Brake, and while it’s not going to appear on our continent, we still want to poke our eyes out.

Americans have never fully embraced the Mercedes CLA, which was the first FWD to appear on our shores. The entry-level Benz comes off as being dumbed down for the masses, lacking much of the moxie that makes Mercedes a vaunted brand. Its proportions came off as somewhat awkward since Mercedes-Benz appears to have applied the CLS styling—the sensational coupe-like sedan debuted over 20 years ago already—to a FWD platform. There were even AMG variants putting out crazy horsepower from a 355-horsepower 2.0-liter twin-turbo four (later updated to 375). Mercedes did offer a Shooting Brake variant (admittedly, to these eyes, as awkward as the sedan) but the U.S. was never a recipient.

Sales peaked at close to 30k in calendar year 2015 but, four years later, with the advent of the second-generation CLA, it was less than half that. The proportions settled into something that looked less awkward—dare I say attractive—and the AMG variants offered even more horsepower (up to 420), but an entry-level version (AMG CLA35) with 302 horsepower was new. Once again, a Shooting Brake was offered, looking much better than before, but Americans were blacklisted from buying one.

This past May, Mercedes introduced the third-generation CLA. It stands as the first Mercedes-Benz product with both ICE and EV versions featuring identical designs, as previously the Mercedes’  EQ series of EVs have had a distinct look. Much of that look has been hoisted upon the CLA, especially the piece of trim that connects the headlights together and the benign bar-of-soap designed to cheat the wind at the expense of style. The overall effect is disturbing to the sensibilities of those who eschew toasters-on-wheels. Mercedes calls the design language “Sensual Purity,” which comes off like something I once read from “1984.” It’s an unfortunate amalgamation of goofy EQ-inspired design with the rear styling from the late Lincoln MKT.

“The new CLA Shooting Brake is designed for those who appreciate the dynamism of a sporty vehicle but don’t want to compromise on space and practicality in everyday life,” ruminates Mathias Geisen, a big guy at Mercedes-Benz Group AG with a title so long, you may nod off. “It combines intelligent technology and efficiency to deliver a fresh, engaging driving experience. For our customers, this means more space for individuality, travelling and for their own personal lifestyle.”

The CLA uses the company’s Mercedes-Benz Modular Architecture (MMA and, no, Conor McGregor is not a new sponsor). “[It] is proof of the innovative strength of Mercedes-Benz. It has been designed in such a way that all four models of the new vehicle can be flexibly built on it—both with electric drive and with a high-tech hybrid combustion engine.” This reduces complexity and adds economies of scale.

Unbeknownst to you, this is the first electric Shooting Brake in Mercedes’ lineup. “Panoramic roof and illuminated starry sky set a new benchmark in this segment,” the automaker claims. The upside is that cruising range of 472—quite impressive in today’s market. Also worth noting is the new steering wheel of the CLA Shooting Brake offers improved ergonomics and intuitive operation, with Mercedes‑Benz reintroducing rocker switches and rollers on the steering wheel (props go to customers who made the request).

This redesigned model has yet to hit American dealers, but that’s quite alright because a 48-volt hybrid is still waiting in the wings, planned for a debut early in 2026. Who else but the Germans would integrate an electric motor into the transmission (we suggest leasing, not buying). While reports of the wagon’s death are grossly exaggerated, the redesigned CLA Shooting Brake may be one we won’t miss.

When an automaker releases a completely reworked version of a beloved model, it faces a nearly impossible challenge. It must improve the vehicle in every way but keep the unquantifiable things that people loved about its predecessors; change every physical part yet preserve the machine’s soul. Toyota made that balancing act even more difficult by waiting 15 years to release the all-new sixth-generation 4Runner because the expectations for something completely new yet instantly familiar kept growing in that time.

With its chunky, block-ish bodywork, the 2025 Toyota 4Runner certainly bears a resemblance to the 2010-2024 model, but the similarities end there. Everything about the N500 version is new. The trim level range is broader than ever and includes the new luxurious Platinum and overlanding-focused Trailhunter models. Like the Tacoma, Tundra, Land Cruiser, and Sequoia, the 2025 4Runner rides on the TNGA-F platform. Toyota did what many manufacturers have done in recent times and replaced the outgoing 4Runner’s naturally aspirated V6 with a smaller, turbocharged engine—in this case, an i-Force 2.4-liter inline-four (an i-Force Max hybrid with the same engine is also available), which is connected to a much more modern eight-speed auto. Inside, the cabin has received a total overhaul in the form of digital gauges, larger center touchscreen, wireless Android Auto and Apple CarPlay, and the Toyota Safety Sense 3.0 suite of safety and driver assistance features.

Prices for the new 4Runner start at $41,270. According to the window sticker, our Limited 4X4 review vehicle had a base MSRP of $57,400. With the addition of automatic power running boards, roof rail cross bars, the Tow Tech Package, third-row seating, and other small options, our press loaner had an as-tested price of $62,625.

The last 4Runner was undeniably dated but still so popular that Toyota’s willingness to keep producing it was simultaneously frustrating and completely logical. In many ways, the 2025 version is significantly better, as it should be. In a major way, the last-generation model was a one-dimensional vehicle: it was fun to take off-road and get dirty, but driving it on pavement to get there was dreadful because it was sluggish, bumpy, and thirsty.

A lot has changed in 15 years. The Limited’s Adaptive Variable Suspension was civilized and did a great job of controlling its rebound from bumps in the road but, to some degree, it was always clear the 4Runner is still a body-on-frame vehicle. That ruggedness was immediately apparent inside the cabin. All of the major touchpoints were what you’d expect in an off-road SUV. The rim for the four-spoke steering wheel that’s in front of the 12.3-inch digital gauge cluster was thick and beefy. There was no dial or button for shifting into gear—just a hoss, chunky lever. Below the 14-inch infotainment touchscreen, large, industrial-style dials adjust the volume for the 14-speaker JBL audio system and the dual-zone climate control system. The textured HVAC switches and grab handles make the Limited, one of the most on-road-biased 4Runner models, feel more adventurous.

Legroom in the fold-and-tilt second row was plentiful for someone of my height (5’10”). In contrast, the optional third row’s limitations made themselves known immediately. Sitting back there forced me to sit with my knees at an uncomfortable height, with the top of my head brushing the headliner and the rear hump where the ceiling curves down toward the power rear window. Children should be fine back there, but average-sized adults will not enjoy the experience, especially during long trips. When raised, the third row only leaves 12.1 cubic feet of cargo space, so everyone will need to either pack extremely light or stuff their clothing and gear into a rooftop cargo carrier.

The switch from the trusty V6 to the turbo I4 increased horsepower only slightly, from 270 at 5,600 rpm to 278 at 6,000. However, torque shot up significantly, jumping from 278 lb-ft at 4,400 rpm to 317 at a much lower 1,700 rpm. Not only do these improvements make the 4Runner feel peppier, but they also made it a more complete vehicle. It no longer has to be whipped to seem motivated. Driving it on the road is actually fun and enjoyable.

On paper, the turbo four is much more efficient than the big V6, delivering up to 20 miles per gallon in the city, 24 on the highway, and 21 combined—increases of four, five, and four, respectively. In reality, the new engine gulped nearly as much fuel as before, delivering an average of only 17.9 mpg over 467 miles.

Despite being skewed toward on-road performance, the 4Runner Limited is still capable over rough terrain. Out on desert trails, the full-time four-wheel drive system, locking center differential, and Dunlop Grandtreks has no problem maintaining traction. There is no Crawl Control to call upon, but shifting into L4L and bumping the transmission into first gear helps prevent the 4Runner from barreling down steep slopes.

Descending into a rocky creek bed only used a portion of the 22-degree departure angle; climbing out of it left plenty of the 18 degrees of approach angle in reserve. The 4Runner’s 8.8 inches of ground clearance proved to be more than enough to keep its vulnerable parts out of harm’s way.

More than once during my time with the 4Runner, I lowered all the side windows, opened the sunroof, and dropped the rear glass before I hit the road, something many 4Runner owners have probably done for decades. They were short, mundane drives, but they felt more special partly because of that signature rear window and the extra ventilation it provides. As I have mentioned in an earlier piece, I grew up in a Toyota family, one that loves 4Runners to this day: my dad has two third-gens and my mom has one too. I’ve now driven three generations of the Toyota icon, including the TRD Off-Road Premium and TRD Sport models from the last generation. The 2025 Limited stays true to the 4Runner’s heritage as a handsome, solid rig that inspires a sense of adventure. Thanks to one of its most radical changes, the new 4Runner is something that its ancestors weren’t: as enjoyable on pavement as it is on rough terrain. Well, almost as enjoyable—4Runners belong off-road.

To see the 2025 Toyota 4Runner Limited 4X4 in action, be sure to watch my colleague Luke Lamendola’s video review below.

Click above and watch our full video review on YouTube!

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Are you the kind of person who likes to get max life out of a vehicle? My 1994 Acura Legend LS will close the gap to 600,000 miles this fall on its original drivetrain, and I’ll be sharing more on that in due time. But – as some people point out – I am not the original owner of the Legend. It had about 95,000 miles on it when I took delivery in 2003, so occasionally I hear, “Those aren’t all your miles.”

Well, I do have a car with “original owner” high miles. When I received the key on June 12, 2012, to my 2013 ILX, the car had just 16 miles on the odometer, and it has now crossed the 250,000 threshold. But I didn’t just watch the odometer flip and keep rolling. I decided to put the car inside the same showroom where the car was originally delivered – at exactly the 250,000-mile mark. Fun logistics, right?

So, Acura of Tempe, Arizona, currently has a quarter-million-mile Acura ILX (on the dot!) on the showroom floor. It’s too bad the odometer is digital; passers-by won’t know its achievement unless they stop to read the signage I put on the dash – and the cheesy sticker I put on the trunk lid.

By way of backstory, Acura (or should I say, American Honda) gave me the ILX for free when it was new. Initially, the arrangement (though informal at best) was that I would blog about the car on my website, Drive to Five, for one year as a sort of promotional effort. By the end of that year, the car had already accrued about 54,000 miles on the odometer. In fact, it was out of warranty before it was even one-model-year old. Acura didn’t ask for the car back. They mailed me the title instead, and I kept driving it.

The ILX, at least in the trim package I ordered, is powered by Honda’s bulletproof “K24” 2.4-liter iVTEC inline-four paired with a six-speed manual transmission. Where did I pick up all those miles? My longest-distance trip was a 2016 drive from Arizona to the Arctic Circle of Alaska and back. That adventure came out to around 8,000 miles and took me a couple of weeks. The car has been remarkably cost-efficient to maintain – it’s all been documented in an Excel spreadsheet, so I took the liberty of carving out some statistics for the data-nerds in the audience.

• Total miles: 250,000
• Average annual miles: 19,230
• Average oil change interval: 7,142
• Oil type used: 0W20 synthetic
• Oil changes: 36
• Brake pad sets: 2 rear, 1 front
• Transmission fluid changes: 2
• Recalls: 2 (door latches, airbag)
• Warranty claims: 0
• Batteries: 4
• Starters: 1
• Windshields: 2
• Radiators: 1
• Water pumps: 1 (preventative only)
• Total spent in maintenance: $16,071
• Cost per mile: 6.3 cents
• Average fuel economy: 32 mpg

I had the headlight assemblies replaced for purely cosmetic reasons – the plastics were showing some wear after over a decade in Arizona; I’d tried DIY refinishing, but it never seemed to last. Remaining original to the car are its engine, transmission, clutch, suspension, axles and many other components. I would trust it to the moon – again (since it’s already driven that distance once).

What about you – have you had a long-lived vehicle? What was your secret to success?

It’s a rare thing to be handed the keys to the past. Not a faded memory or a dusty photograph—but the real deal. The thunder. The chrome. The unmistakable rumble of an American big-block V8.

And it’s even rarer to be handed two of them.

This summer, Dream Giveaway is offering a once-in-a-lifetime opportunity to do just that—and time is running out. The Chevy Big-Block Dream Giveaway ends August 5, and if you haven’t entered yet, this may be your final chance to own not one, but two of Chevrolet’s greatest muscle machines. Click here to enter now!

Let’s take a closer look at what’s at stake.

A Time Machine in Tuxedo Black – 1970 Chevelle SS 454 LS6 – 19,000 Original Miles

There are muscle cars, and then there’s the 1970 Chevelle SS 454 LS6—arguably the high watermark of the era.

Finished in Tuxedo Black, this car doesn’t whisper nostalgia—it roars it. Under the hood sits the mighty 450-horsepower LS6 big-block V8, a legend in its own right and a one-year-only option that cemented the Chevelle’s place in performance history.

Even more remarkable is the car’s condition. With just 19,000 original miles, it has lived a pampered life—carefully preserved, professionally restored, and waiting for one lucky winner to bring it back to life. A Muncie four-speed. A functional cowl-induction hood. Factory trim that gleams.

This isn’t just the most iconic Chevelle ever made. It might be the best-preserved LS6 Chevelle you’ll ever see outside of a museum.

A Top-Down Power Trip – 1969 Camaro RS/SS 396 L78 Convertible

The second grand prize is no less extraordinary.

Chevy’s 1969 Camaro RS/SS convertible was a showstopper in its day—and remains one of the most desirable Bowties in collector circles. But this isn’t just any ’69 drop-top. This one packs a 375-horsepower L78 big-block V8, backed by a Muncie M21 four-speed, dual exhaust, and factory Positraction.

It’s a rare spec and this one delivers both the visual drama of the Rally Sport package and the hardcore muscle of a true Super Sport. The black/white Houndstooth interior? Impeccable. The engine bay? Detailed to perfection. The driving experience? Exactly what you’d expect from one of the fiercest Camaros ever produced.

This car doesn’t just turn heads. It rewrites your definition of cool.

Two Dream Cars. One Winner. And Time is Running Out.

Both cars come from pedigreed collections—the Chevelle from Bob Dorman Chevrolet in Ohio, the Camaro from Florida’s renowned Muscle Car City. They represent the absolute best of their kind. Together, they offer an immersive, visceral connection to an era that defined American performance.

And they’re going home with one lucky winner.

But here’s the catch: you must enter by August 5. After that, the garage door closes. The chance disappears. And someone else might be behind the wheel of your dream machines.

The Bonus: $55,000 Toward Federal Taxes

Yes—Dream Giveaway is covering $55,000 in federal prize taxes. That means if you win, you won’t just receive two of the most iconic muscle cars ever built—you’ll receive them with the freedom to drive, display, or tuck them away in your own private collection.

There are sweepstakes, and then there are opportunities to change your automotive story forever. This is one of those moments.

Don’t let it pass you by. If you’ve ever dreamed of owning a Chevelle SS 454 LS6 or a Camaro RS/SS L78 convertible—let alone both—this is your moment.

The deadline is August 5. Enter now!

Chevrolet’s “LS” V8 engines have become so popular for engine transplants in the last couple of decades that people have created memes about them. Some of the tongue-in-cheek graphics suggest LS-swapping lawnmowers, Teslas, Mazda Miatas, and even heart pacemakers.

Is the LS a one-engine-fits-all solution? Not necessarily. Purists, usually, would rather see a classic car with an original powertrain – or at least one from the same manufacturer as the vehicle itself. But there is no denying that the LS has a lot to offer, namely its compact size, light weight, reliability, affordability, performance and vast aftermarket/community support.

Here’s an example of a car that benefits not only from a late-model LS1 engine, but also boasts several other niceties like disc brakes, C4 Corvette suspension components and Vintage Air climate control:

Featured on AutoHunter is this 1955 Chevrolet Nomad Custom Wagon. The car is being sold by a dealer in Tewksbury, Massachusetts, and the auction will end Tuesday, July 22, 2025, at 11:15 a.m. PDT.

1955 marked the first year for the Nomad when it debuted as a two-door station wagon with styling similar to its Belt Air sedan and coupe siblings. Advertisements promoted its multi-faceted appeal: “The Chevrolet Nomad is station wagon styling at its height … with sports car power and flair … passenger car comfort … fashion leader of the low-price field.”

We at the Journal love our Tri-Five Chevrolets, and this car is an eye-catching restomod if we’ve ever seen one. According to the listing, the car reportedly went through a frame-off restoration about 1,000 miles ago, and it was repainted in Barcelona Red Metallic and Pearl White. The cabin was brought into the modern era via a set of power-adjustable bucket front seats, a center console, power windows, a Jensen audio system and, of course, the Vintage Air climate-control system.

The 5.7-liter LS1, as seen under the hood of this wagon, was best known for its appearance in the Chevrolet C5 Corvette between 1997 and 2004. But the LS1 also was found under the hood of select Chevrolet Camaro, Pontiac Firebird and Pontiac GTO models around the same time. It featured an aluminum block, iron sleeves, a 75mm throttle body, multiport sequential fuel injection, and a 10.1:1 compression ratio. Depending on the application, output was usually around 350 horsepower in stock form.

The listing says that this Nomad’s engine has been professionally rebuilt, and the fluids were changed this year. It seems an LS1 heart transplant has given plenty of new life to the car’s 70-year-old body.

Now, if only the same application worked on humans.

The auction for this 1955 Chevrolet Nomad Custom Wagon ends Tuesday, July 22, 2025, at 11:15 a.m. PDT.

Visit the AutoHunter listing for more information and a photo gallery

Edgy gran turismos were all the rage in the early 1970s. These were four-seaters that started a new direction from previous GTs or incarnations. One of these we recently discussed: a French vision of what a GT could be. But what about the Italians? Our Pick of the Day, a 1973 Alfa Romeo Montreal listed for sale on ClassicCars.com by a Dutch dealership, shows the direction Alfa went.

Yes, the Citroen SM looked at GTs of the past and turned those ideas upside-down thanks to front-wheel-drive and hydropneumatic suspension. When combined with Citroen’s trademark aerodynamic styling and Maserati V6, the SM was an arresting mix of Franco-Italian engineering that made it unlike any car in the world.

Around the same time, Alfa Romeo was developing a GT that did the job on its own terms, contrasting sharply with the Porsche 911, BMW 3.0 CSi, and V12 Jaguar E-Type. Initially appearing as a concept car at the Expo 67 in Montreal, the Marcello Gandini/Bertone-designed 2+2 coupe featured a Giulia Sprint GT chassis with a twin-cam 1.6-liter four. It was leading-edge style for 1967, what with its semi-concealed headlights and C-pillar gills copped from the front fenders of the Giugiaro/Bertone-designed Alfa Romeo Canguro, which gave the impression the concept was a mid-engined car.

The production version, christened Montreal in honor of the event that inspired its creation, debuted at the 1970 Geneva Motor Show. To give the Montreal distinction from other cars in its class, Alfa Romeo developed a fuel-injected, 2,593cc DOHC V8 (derived from the 33 Stradale) and paired the 200-horsepower engine with a five-speed manual from ZF. Ironically, the Montreal was never sold new in Montreal as Alfa Romeo chose not to submit the Montreal for emissions testing in Canada as well as the United States.

The Montreal was no less futuristic in production form though, like all concept-to-production vehicles, concessions had been made to bring it to reality. Those concessions—at least those that can be seen—did not detract. The NACA duct on the hood was not functional, but it was a design item to distract from the power bulge. Under the skin, a live axle and manual steering may have been compromises, but the Montreal was still an Alfa Romeo, so  its chops on the road were still true to the brand.

Unleashed in March 1970, deliveries for the Montreal did not begin until 1971. Sales peaked in 1972 with 2,350 built, but—like for the Citroen SM—times were precarious in the automotive world as emissions, safety standards, and the first oil crisis put a damper on things. Alfa spent five more years selling the remaining inventory, which totaled approximately 3,925.

This 1973 Alfa Romeo Montreal rolled off the production line on the last day of 1972 and was sold to a lucky guy/gal in Frankfurt several months later. Over time, it made its way to Sweden and then, in 2014, the Netherlands, where it received a restoration that was completed in 2017. “Fully matching numbers and colors,” says the seller.

If you are an Italophile, we know the Montreal is on your list of dream cars, but it also has strong appeal to V8-loving Americans. Why not skip the Road Runner and try this Alfa on for size? At $79,500 (OBO), you still have that V8 burble with looks that would make Sophia Loren jealous.

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

Barrett-Jackson is ready to thrill concert-goers with one of the hottest stars in country music, Cole Swindell, during the annual Rock The Block concert, January 16, 2026, at WestWorld of Scottsdale. The auction’s kickoff concert will open with singer-songwriter Chris Lane, followed by headlining artist Cole Swindell, who recently released his fifth studio album, “Spanish Moss.” Concert tickets start at $85 and go on sale Friday, July 18, at 10 a.m. MST.

“From Foreigner to Sammy Hagar and now a country music superstar, our Rock The Block concerts have become the ultimate kick-off for auction week in January,” said Craig Jackson, chairman and CEO of Barrett-Jackson. “This year, we couldn’t be more excited to welcome chart-topping country music artists, Cole Swindell and Chris Lane, to the stage to get us geared up for another incredible auction week at WestWorld of Scottsdale. They are among the most celebrated voices in country music today, and you’ll get to see them together at our Rock The Block concert in January.”

Cole Swindell has produced chart-topping hits like “She Had Me at Heads Carolina,” “Forever To Me,” “Chillin’ It,” “Single Saturday Night,” and more. With over 8 billion total global streams to date, Swindell is firmly established as a powerhouse in country music. A Georgia native, Swindell’s appearance at Rock The Block will follow his 2025 Happy Hour Sad Tour, which kicks off this September.

“There’s nothing that compares to the energy of a live crowd, and I am so excited to hit the stage during Barrett-Jackson’s Rock The Block concert this January,” said Swindell. “I have no doubt this show is going to be something special. I can’t wait to see y’all there and make it a night we’ll never forget.”

A North Carolina native, Chris Lane has stepped into a more grounded and personal era with his new album “Shade Tree,” which debuted with an impressive 1.65 million streams in its first week. With more than two billion career streams, Lane’s catalog includes hits like “Dancin’ In The Moonlight” with Lauren Alaina, “Howdy,” and “Stop Coming Over.” He’s earned nominations from the iHeartRadio Music Awards, ACM Awards, and Radio Disney Music Awards, as well as toured with Rascal Flatts, Florida Georgia Line, Brad Paisley, Dan + Shay and Kane Brown.

“Much like the diversity of our collector car dockets, our Rock The Block concerts bring in an incredible range of talent that showcase different sounds and stories across different genres,” said Steve Davis, president of Barrett-Jackson. “This year the talent on our stage will be extraordinary and our guests can expect an unforgettable experience filled with great music, energy and the kind of moments that make Barrett-Jackson the ultimate lifestyle experience.”

Rock The Block concert-goers will receive exclusive early access to the Barrett-Jackson auction site before it opens to the public and the opportunity to preview some of the world-class auction vehicles. Guests can begin the evening with a first look inside the Sponsor Pavilion, showcasing the latest vehicles and displays from leading automakers and enjoy drinks and a light bite to eat while viewing the auction’s star vehicles displayed in the North and South Showcase Pavilions that surround the auction arena.

Tickets for Rock The Block are on sale Friday, July 18, with reserved seating and hospitality packages in the Premium Hospitality Suite located in the Muscle Lounge – an incredibly intimate setting offering elevated views with food and beverage service.

Be a part of Barrett-Jackson’s online conversation with #BarrettJackson and #BJAC on Facebook, X, Instagram and YouTube.

Almost two years ago, AutoHunter featured a very unique 1970 Chevrolet Chevelle SS 454. One thing that was unusual was the C-pillar trim that generally was used on two-tone cars and vehicles ordered with a vinyl top, even though this Chevelle was monotone. The other special aspect of this Bow Tie was the color, something that was introduced for Chevelles in the middle of the model year—but only in Canada.

I was reminded of this car thanks to Adrian Clements, my Ford-loving friend whose videos I’ve occasionally featured here at The ClassicCars.com Journal. He showed me this newspaper clipping from the January 2, 1970 edition of the Windsor (Ontario) Star.

The new colors were Citrus Green (43), Nugget Gold (53), Sandpiper Beige (61), and Caramel Bronze (62). Both Citrus Green and Nugget Gold were regular-production (RPO) colors for the 1970 Camaro, with the latter known as Camaro Gold; all four hues were introduced to most Canadian full-size Chevrolets and Chevelles per the below marketing sheet.

Sandpiper Beige had been a 1970 Buick Riviera color that also was known as Sandalwood for the 1970 Oldsmobile Toronado; this color became RPO for 1971 for all Chevrolets save the Corvette, with assorted names for most car lines within GM. Nugget Gold had been an extra-cost color for 1970 Oldsmobiles (specified as “special-order”); this color was not carried over into 1971.

Caramel Bronze was a new color that appears to be more enigmatic, as I cannot find much information on this color at all. It’s listed on the 1970 Corvette color chip page, but production records show Corvette Bronze as a similar color that was utilized. On a hunch, I’m betting that Caramel Bronze was the color that became an RPO for most car lines within the 1971 GM lineup, with Chevrolet calling it Burnt Orange metallic.

As you can see from the news clipping, Canadian Pontiacs also were available with these mid-year colors, though several hues featured different names. Keylime Green and Coronado Gold were Firebird colors mainstreamed to other Canadian 1970 Pontiacs; Sandpiper Beige became Sandalwood for 1971 for all Pontiacs from Detroit, with Caramel Bronze possibly being 1971’s Canyon Copper.

The below chart gives an easy look on how Chevrolet and Pontiac (among others) handled these (Canadian) colors in 1970-71.

1970 Color Code	Brand	Name	Continued into 1971?
43	Chevrolet	Citrus Green	No
	Pontiac	Keylime Green	No
53	Chevrolet	Nugget Gold Camaro Gold	No
	Pontiac	Coronado Gold	No
	Oldsmobile	Nugget Gold	No
61	Chevrolet	Sandpiper Beige	Sandalwood
	Pontiac	Sandpiper Beige	Sandalwood
	Oldsmobile	Sandalwood	Sandalwood
	Buick	Sandpiper Beige	Sandpiper Beige
62	Chevrolet	*Caramel Bronze	*Burnt Orange
	Pontiac	*Caramel Bronze	*Canyon Copper
	Oldsmobile	N/A	Bittersweet Mist
	Buick	N/A	Bittersweet

If you’re a knowledgeable type, able to sort this out beyond what has been done here, we would love to obtain your feedback.

I grew up in a Toyota family. For several years, my dad had a first-generation 4Runner. There was a time in my adolescence when both of my parents and my older brother drove Cressidas. A few years later, all three had 4Runners: my brother rocked a cool 1993 with a brush guard, aftermarket wheels and tires, and four-wheel drive; my mom had a ’98 Limited; and my dad drove a 2000 SR5 4X4 with the Sport Package.

Despite all that potential for off-road adventures, my dad never took my brother and me to get some dirt under the tires. My brother also seemed to keep his 4Runner on paved roads too. It wasn’t until I was in college that I went off-road for the first time—in a Land Rover.

Two of my friends from high school, Evan and Megan, were in a relationship when they enrolled at UT Austin in the early 2000s and moved into a house not far from campus. To offset the cost of the mortgage, they took on roommates, Kristine and Ryan. One Saturday afternoon, I dropped by the house looking for Evan and, after knocking on the front door, I looked at the pair of 1980s Saab 900s in various states of disrepair in the driveway. Ryan answered and told me Evan wasn’t home. I didn’t really know much about Ryan because I hadn’t talked to him much before, but I did know that he drove a Land Rover Discovery. Shortly after I struck up a conversation about it, he surprised me by asking, “Do you want to drive it?” Without thinking, I immediately accepted his offer.

The timing of our excursion was perfect. A rainstorm had just passed through the area, leaving spots of mud in its wake. Ryan directed me to a nearby stretch of land where I could have some fun in his rig. He was brutally honest about how beat up it was and how many of its features didn’t work, but I didn’t care—I was thrilled to be driving a Land Rover in its natural environment (and no, I don’t mean a mechanic’s shop). It seems even the Disco’s carpeting had malfunctioned at one point in Ryan’s ownership because he had covered it with squares of artificial turf. That proved to be a wise decision because I didn’t realize the front windows were down until I bombed through a puddle and sent a spray of mud into various parts of the cabin.

My first off-road experience was the perfect introduction to the hobby because it was simple and fun. Years later, I had the chance to pay it forward to my pal Dan and his then-girlfriend Sarah, both of whom had never gone wheeling. Once again, the timing worked out nicely, as Dan and Sarah were free the same weekend I had the keys to a 2015 Jeep Wrangler Willys Wheeler. They agreed to join me for a day at the Hidden Falls Adventure Park in Marble Falls, Texas, which I had recently discovered.

Our journey through the park started with some hillocks and mild ruts, the kind of stuff a Ford Crown Victoria can traverse. I knew if I was going to test the Wrangler, I needed to point its seven-slot grille toward more challenging terrain. Hidden Falls had five levels of difficulty but, given that I was in a press loaner, I figured it would be best to stick to the level 3 and below trails.

My understanding was that one of them would take us up a steep, rocky incline and we would reach the peak right by the fence line. When I reached the bottom of the path, I put the five-speed automatic into neutral, muscled the transfer case lever into 4L, then started inching upward. Sarah was riding in the back, so her best view was out of the sides of the removable hardtop. In the shotgun seat, Dan soon got two eyefuls of sky and tree limbs as we made our bumpy, jostling ascent. We reached the top, where I felt a sense of relief for not maiming the Wrangler—or my friends. But it was short-lived: the best way to get to where we needed to go next was the exact opposite of the way we had just come. If I made a mistake, Dan would have a front-row seat to his violent, rocky demise. We soon made it to the bottom unscathed—physically, at least. Neither Dan nor Sarah made a sound during our adventure, but afterward, Dan let me know he had a white-knuckle grip on the closest thing he could hold onto the entire time we were returning to level ground.

Back on one of the main park roads, we came across a large puddle of muddy water. Given the Jeep brand’s reputation and the Wrangler’s image as a rugged, go-anywhere vehicle, I thought it would only be right to drive the Willys Wheeler through it. A mist of brown muck washed over the front end and fountains of it blasted out of the front wheel wells as we erupted into a three-person chorus of cheers. Our excitement didn’t diminish with the two subsequent passes we made through the automotive mud bath (for research purposes, of course).

When it I dropped Dan and Sarah off at their apartment, Dan thanked me for bringing them along. One thing he’s never told me in the last 11 years is, “I forgive you for scaring the daylights out of me.” I guess he never will because that day is one that we both look back on fondly. As scary as Dan’s first off-road adventure may have been at one point (or two), he’ll never forget it. I know I’ll never forget mine.

Right now on AutoHunter, you can find this 1977 Lincoln Continental Mark V, which is running at no reserve. It’s equipped with a variety of power features, air conditioning, and a massive 460ci V8 mated to a Select-Shift three-speed automatic transmission. Finished in Cream with a Gold landau vinyl roof over a Gold and Cream Romano Velour cloth interior, this Continental Mark V comes from the private seller in Washington with a clear title.

If this Lincoln’s nearly 20-foot length isn’t enough to get people’s attention, its color scheme of Cream with a Gold landau vinyl roof and Gold bodyside moldings definitely will. The other features, such as the chrome bumpers with guards, prominent grille, concealed headlights, front fender louvers, opera windows, and faux Continental kit, will keep eyes on this Mark V even longer.

Even the 15-inch forged aluminum wheels offer a little something extra to see because they’re wrapped in whitewalls.

The interior is equally colorful—no plain black vinyl here. Instead, there’s a generous amount of Gold and Cream Romano Velour cloth as well as some walnut woodgrain trim. There are plenty of conveniences too, such as power Twin Comfort Lounge front seats, power windows and locks, power steering (connected to a new steering box), cruise control, air conditioning, and an AM/FM/cassette radio.

Those features have been enjoyed sparingly over the past 48 years because the odometer on this car shows only 98,660 kilometers (61,304 miles), which is the true mileage, according to the seller.

Despite this car’s low mileage, it has received several mechanical updates. The reportedly original 460ci V8 was recently tuned up and equipped with a rebuilt four-barrel carburetor, plus a new voltage regulator. water pump, and alternator. There’s also a new speedometer cable, which is connected to a 180-km/h (~111-mph) speedometer (which explains the DSO [District Sales Office] code of A6, which corresponds to Ford of Canada’s Western district). The massive engine sends its power to the road through a Select-Shift three-speed automatic and a 2.75:1 Traction-Lok rear end. Power four-wheel disc brakes with new pads and hoses act as an anchor for this majestic land yacht.

If you want to sail down the road in this 1977 Lincoln Continental Mark V, bid on it now. The no-reserve auction for it ends on Tuesday, July 22 at 12:30 p.m. (PDT).

Visit the AutoHunter listing for more information and a photo gallery