Coventry, England is located about 107 miles (and a two-hour drive) northwest of London. It is the ninth-biggest city in the U.K. and is known for its cobbled streets, unique cathedrals, medieval city walls, and strong ties to the automotive industry. That’s because Jaguar has headquartered its key manufacturing operations there for nearly 100 years. Our Pick of the Day is one of those cars assembled in Coventry that, nearly four decades later, is still on the road. This 1987 Jaguar XJ6 sedan is listed for sale on ClassicCars.com by a private seller in Oradell, New Jersey.
“With only 61k original miles, this car has seen gentle use, has never been in an accident, and has always been garage-kept,” the listing begins.
Known for its elegant styling and smooth ride, the XJ was a British sedan that has held its own in the collector market for decades. It was produced from 1968 through 1992 across three different iterations: Series I (1968-73), Series II (1973-79), and Series III (1979-92). Given the car’s “animal” identity, Jaguar cleverly called it “evolution of the species.” This car hails from the final group.
True to its objective as a luxury sedan (or “saloon,” as they say in England), the Jaguar was appointed with a long list of creature comforts when new, like leather seats, power windows, polished walnut trim, air conditioning, telescoping steering wheel, and stereo.
This low-mileage XJ6 looks to be in phenomenal shape for being 38 years old. The seller states that the paint is original and the car has lived an accident-free life. The Slate Blue exterior complements the car’s lines well, and the tan leather upholstery is free of rips or tears, based on the photos in the listing.
Under the hood is a 4.2-liter inline-six featuring a Bosch fuel-injection system. A four-speed automatic transmission sends power to the rear wheels. A four-wheel, power-assisted, anti-lock braking system was standard equipment. While specific maintenance items are not called out, the seller says the car has been mechanically restored.
The listing concludes, “Very few Jaguars remain in this kind of condition, making it a rare find for any classic car enthusiast or collector. This XJ6 delivers timeless style and dependable performance.”
The asking price for a stunning piece of British history is $20,000.
I had the perception that the Chrysler Corporation was the worst of the Big Three when it came to the quality and reliability of 1970s vehicles, yet I was surprised by some of the superlatives echoed by the editors of Consumer Guide. So, what did Consumer Guide think of the Ford Motor Company? Let’s start off with its namesake.
Certainly, Ford did not have the poor build reputation that the Chrysler Corporation had, but the most people feel the worst car of the decade is a Ford—the Pinto. Nonetheless, popular culture does not dictate build quality, reliability, or recalls, so how was the explosive subcompact through the years? LTD? Torino? Maverick and its Mercedes-esque cousin, the Granada? LTD II? What about the downsized cars on the Fox platform?
Let’s take a look. Please note the CG rating scale of 5 being Excellent and 1 being Poor.
Ford “Stylists at Ford have had a free hand for years. That’s why most of the Ford … cars of the ‘70s are so thoroughly overdrawn. [Yet] dependability is Ford’s strongest feature.”
Fairlane/Torino/LTD II: “The four-door Fairlane and early Torino models from 1969 through 1970 are far better transportation cars than the LTD II.” CG rating: 3-2-1
Fairmont: “It has the boxy body lines that waste no space or sheet metal, thus providing `very good passenger space and fuel economy.” CG rating: 5
Fiesta: “This thoroughly modern mini car offers more passenger and luggage room than any American-made subcompact and fuel economy of 38 miles per gallon.” CG rating: 5
Granada: “Ford Motor Company has a lot of gall in comparing its Granada to the Mercedes-Benz 280. The Mercedes 280 is one of the best compact-size cars in the world; Granada is one of the worst.” CG rating: 2
Galaxie/LTD: “Even if they do have a bit of a drinking problem, the full-size Fords are not bad cars … Frequency of repairs has been superior for the full-size Fords—except for the 1970, 1971, and 1972 models.” CG rating: 1-2
Maverick: “Simple, dependable, economical—if those are the words you like to hear in considering an older-model used car, there is one more word for you: Maverick.” CG rating: 3-4
Mustang/Mustang II: “In 1974, the fat, overstyled Mustang was put out to pasture in favor of a smaller yet equally flabby Mustang II.” CG rating: 2-1-2
Pinto: “What you can expect from Pinto is low-cost maintenance and repairs, plus fairly good fuel economy. It offers outstanding dependability, and has a durable, tight body. But don’t expect refinement as well.” CG rating: 4
Thunderbird: “The 1969 through 1972 T-Bird has the weight and poor fuel economy of a large car, with the internal dimensions of an intermediate and the trunk space of a compact . . . The 1972 through 1975 models are vastly improved over previous T-Birds.” CG rating: 1-2-3
Like many other SUVs, the Honda Passport has become more rugged over time. The 2022 model year marked the debut of the all-new TrailSport trim level, which was largely an appearance package. Two years later, Honda equipped the Passport TrailSport with suspension enhancements and all-terrain tires. The all-new 2026 model has similar upgrades as well as increased ground clearance, improved approach and departure angles, second-generation i-VTM4 torque-vectoring all-wheel drive, and reinforced steel skid plates. Honda calls the 2026 Honda Passport TrailSport “the most rugged, off-road capable Honda SUV ever.” The upcoming Alcan 5000 Rally, an 11-day journey across 5,900 miles of the Pacific Northwest, Alaska, and Canada, will be a grueling test of that claim.
Photo courtesy of Honda/Andy Lilienthal
Given the terrain the 2026 Passport TrailSport will encounter, you might think Honda lifted it high and threw on massive apocalypse-proof tires. In fact, the rig Andy and Mercedes Lilienthal get is stock. In last year’s rally, with Andy as the pilot of an INEOS Grenadier and Mercedes as the navigator, the couple took 1st place in the 2S class; both will fill the same roles behind the wheel of the Passport. The 3.5-liter V6 generates its usual 285 horsepower and routes it through a 10-speed automatic and the i-VTM4 all-wheel drive system. The four-wheel independent suspension has forged steel suspension arms and cast-iron knuckles, but those are standard components on the 2026 Passport. However, Honda did load up the Lilienthals’ vehicle with several genuine Honda accessories designed to make it more robust and capable, including rock sliders, aluminum front scuff plate, full-size spare wheel and tire, cargo roof platform, and MOLLE boards. Baja Designs auxiliary lights, attached to a Rally Innovations prototype light bar mount, will illuminate the difficult paths that lie ahead.
Photo courtesy of Honda/Mercedes Lilienthal
Started in 1984, the Alcan 5000 Rally is “a unique accuracy-based time-speed-distance event where teams use a paper route book to navigate public roads at or below posted speed limits per what the route book’s turn-by-turn directions say, both on time and on route,” according to Honda. Whichever teams get the closest to matching the rallymaster’s overall perfect zero times win their class or overall title.
This year’s Alcan 5000 Rally runs September 2-12 and will take the Lilienthals and their rivals from Kirkland, Washington through Canada’s Yukon Territory to Fairbanks, Alaska and across the finish line in British Columbia, Canada. By the time they’re done, they’ll have traveled 5,000 miles, plus another 900 on unpaved roads by completing all the optional routes. It’ll be a test of nerve, coordination, endurance . . . and the 2026 Honda Passport TrailSport’s seat cushions.
Right now on AutoHunter is this 1947 Ford Sedan Delivery, which was formerly used at the Wright-Patterson Air Force Base in Ohio. You possibly may recognize it as a previous exhibit at the Volo Auto Museum in Illinois, or from one of its many appearance in movies, including Warren Beatty’s 2016 film “Rule Don’t Apply.” It’s powered by a 239ci flathead V8, which is paired with a three-speed manual transmission. Finished in Wine Burgundy over a gray cloth interior, this postwar Ford is now offered by the private seller in California with the original owner’s manual, California Highway Patrol VIN verification statement, repair receipts, the original California plates, the purchase agreement and a printed sales listing from the Volo Auto Museum, and clear title.
The Wine Burgundy bodywork is accented with chrome bumpers, chrome grille, and bright trim. Other features include a hood ornament, two-piece windshield, peep mirrors, side-hinged back door, hitch receiver, and Ford-branded deflector for the single exhaust outlet.
A set of 16-inch steel wheels with Ford hub caps and 215/70 Falken Sinerca Touring all-season radial tires help take this Sedan Delivery’s contents where they need to go. If you place the winning bid, we suggest driving it to go see a movie—you might see it up on the big screen.
The cabin is divided into two main sections. The front passenger compartment features gray cloth upholstery on the bench seat and the door panels, as well as a heater/defroster, Everlasting turn signal stalk, and column-mounted manual transmission shifter. There is also an AM radio and clock, but both are currently inoperable.
The rear cargo area has black walls and a wood-plank platform above another storage area that contains the spare tire.
Instrumentation consists of a 100-mph speedometer and gauges for the fuel level, oil pressure, battery, and temperature. The odometer shows 46,531 miles, but the title for this vehicle indicates that it’s mileage-exempt.
Under the tapered hood is a 239ci flathead V8 that was factory-rated at 100 brake horsepower at 3,800 rpm. It receives fuel from an electric fuel pump that was installed in 2024, which is mixed with air in a two-barrel carburetor that was rebuilt in the same year. Power reaches the rear wheels through a three-speed manual gearbox. Drum brakes help get whatever needs to be delivered in this classic Ford—whether that’s products for a business or clothing donations for a charity—where it has to go.
If you want this piece of military and movie history, bid on this 1947 Ford Sedan Delivery right now. The auction for it ends on Thursday, September 4, 2025, at 12:00 p.m. (PDT).
General Motors originally intended for its new personal luxury car to be a Cadillac. However, the luxury brand passed on the opportunity and Buick subsequently won the opportunity, with the Riviera becoming an instant classic. Fast-forward eight years and we had the “Boattail” Riviera—can you image our Pick of the Day as a Cadillac? This 1972 Buick Riviera is listed for sale on ClassicCars.com by a dealership in Kentwood, Michigan.
When the redesigned Riviera was introduced in 1971, it was at the dawn of unleaded fuel. General Motors had decided to lower compression a year earlier than the federal mandate, so the standard 315-horsepower (255 net) 455 featured 8.5:1 compression. Opt for the GS Handling Package and horsepower was bumped up to 330 (265 net).
“This classic, new design is a triumph of automotive styling,” said Lee Mays, general manager of Buick and vice president of General Motors, “and will assure the Riviera of continuing g its established reputation as the leader in the personal luxury car field.”
Little was changed for 1972. Under the hood, as net horsepower officially took hold, power fell by five for both engines, the victim of additional, marginal pollution controls. The louvers on the trunklid, part of GM’s new “Full-Flo” ventilation system, were eliminated after reports of moisture and exhaust emissions seeping into the cabin. An eggcrate grille was a noticeable update, while the taillight lenses were a much more subtle change. New was a power sunroof but, otherwise, the Riviera was little-changed.
It may be difficult to imagine that Bill Mitchell had reservations about the Boattail Riviera, but that is because its design was compromised from concept to production. The sleeker, more dramatic design of the mock-up was somewhat replicated with the Silver Arrow III show car that was introduced at the 1972 Detroit International Auto Show. It featured tech-y items like MaxTrac (an early, electronic traction control system), a pair of third brake lights mounted on the roof (an idea adapted for the 1974 Riviera), and four-wheel disc brakes.
Today, the Boattail Riviera seems to resonate with the younger crowd, unaware of the baggage it may have. This 1972 Buick Riviera nicely reflects the strengths that has made the Boattail an intriguing collectible. Originally ordered in code 54 Champagne Gold, the exterior is complemented by Saddle Madrid-grain expanded vinyl interior with a custom notchback 60/40 front seat. “Recent maintenance includes a new transmission pan gasket, new gas tank, new valve cover gaskets, new radiator, a fresh tune-up, and fluid change,” says the seller. Options include air conditioning, fiber optics, power windows, tilt wheel, gold longitudinal protective trim, remote driver-side mirror, pushbutton AM radio, clock, and Buick’s famous chrome road wheels.
Nineteen seventy-two does not tend to be thought of as a high point in Detroit. This Riviera is one of the few shining stars in what was beginning to be a miserable era, though it would be a shining star in any era. And, for $27,900, you don’t have to be from Gen Z in order to appreciate and buy it.
You can read Part 1 of this story by clicking here, and Part 2 of this story by clicking here.
Our 1957 Chrysler Super Dart 400 by Ghia hit a few small snags before getting to Pebble Beach, but after replacing the battery that finally arrived and a fuel filler seal, it was loaded up on the Passport Transport trailer and made its way to Monterey.
I arrived in Monterey on Monday, August 11 at around 1:30 p.m. and, after checking into my room, took a quick trip over to the Automobilia Collectors Expo, which is run by my friend Ben Horton of Hortons Books. This is the first year I did not end up with a suitcase full of books due to the show, but it wasn’t for lack of wanting. The Expo is a hidden gem of Monterey Car Week. If you are looking for manuals, vintage brochures, original factory tool kits, or any other car related collectibles, this is the place to find them.
After leaving the Expo, we headed to Tarpy’s Roadhouse for a dinner I hosted with friends. It was a lot of fun to reconnect and get ready for a busy week, getting tips about Pebble from those in attendance.
Dinner at Tarpy’s Roadhouse
The next morning was our first opportunity to see our car in Monterey, so I called the driver and then went to the polo field truck parking at Pebble to see if everything looked okay. He opened the gate, and we took a look at things. All seemed in order, so we thanked him for opening the truck up and told him we would be back Thursday morning at around 6 to get ready for the tour. After that we headed over to the Broad Arrow Auction at the Monterey Jet Center for an advanced preview. My favorite at this sale was the 1971 Porsche 914 in Willow Green – a 100% original 31,000-mile car. In fact, I liked it so much that I bought it for the Maine Classic Car Museum on Thursday afternoon. The day ended with dinner and back to the hotel for sleep.
The next day started early, with me up at 6:30 to get ready for back-to-back auction tours. I had breakfast with my friend Nick and the rest of the Bonhams staff at the Wagon Wheel and then headed to the auction site to plan my tour route.
In the midst of planning, my friend Ian, a specialist at Bonhams, asked if I was free for a few minutes. He did this from the seat of a Bentley 8-liter, so naturally I said yes and hopped in. We took a fast and fun ride and it was one of my favorite experiences from the entire weekend. If you ever get the chance to ride in or drive a W.O. Bentley, I insist that you do – there is not a more exciting prewar car in the world to be in at speed.
The Bonhams tour went off without a hitch at 10 a.m. sharp, with about 60 auction tourists in attendance. All seemed to have fun on the two-hour tour of the cars at the sale. My favorite was the 1986 Group A Season championship-winning 1984 Nissan Skyline RS “Type DR30” Turbo Touring Car. This car is the stuff of legend in Japan and among U.S.-based Japanese racing fans, and at no reserve seemed like a bargain. In fact, it was a serious bargain, as it sold for only $52,640.
I next headed to RM Sotheby’s. The tour was packed, with more than 60 people in attendance. The highlight for me at this sale was the 1968 Alfa Romeo T33/2 “Daytona.” This stunning piece of rolling racing sculpture was at the other end of the price spectrum, with an estimate of more than $1 million.
After my tour was finished I was catching up with some friends at RM and my phone rang. It was my driver. He let me know that all was good, except the Super Dart’s battery was dead. It was 4:15 p.m. and I was a bit stressed. I said I would be there in an hour with another battery – but then started to worry how I was going to procure a battery and then get to the polo field in an hour. After calling some auto parts stores in Seaside, I remembered my friend Joe Beal’s shop Classic Coachwork was two blocks away. I called Joe and asked if he might have a vintage-style Type 24 battery. He did. We ran over there, got the battery, put it in the trunk of my BMW 760i press car, and made our way quickly to the polo field truck lot. The battery was installed, and the car started and ran fine. I had my driver Andy reload the car and then headed back to the hotel due to the early start time of the next day’s tour.
The following morning, we got to the car at around 5:30 a.m. It was already out of the trailer, with the new battery installed and lined up at the gate for the tour. We were released at about 6 a.m. and lined up with the rest of the cars.
The morning before the tour start, I ran into what seemed like every one of my friends in the car hobby. Wherever I went I saw more familiar faces. Seeing and talking with them was the best part of the entire experience at this point.
At 9:30 we loaded up the car with John Sacramento, owner of Sport and Specialty Restorations, along with car owner Miles Prentice and his son Gene, and got ready to go.
The Pebble Beach Tour is probably the most mechanically challenging thing about showing at Pebble Beach. It is a 75-mile drive from the Pebble Beach resort grounds to Big Sur and back. The road down is closed, so making your way there does not involve traffic, which makes things easier. The experience of arriving in front of the stands at Pebble with thousands of people cheering you on is simply amazing.
We made our way along California’s famous Highway 1 to Big Sur, and everywhere along the way there were people crowded on the sides of the road. Sometimes it was a bit sketchy, as they are often in the road at times, so you have to be quite careful. The views were amazing and the lack of traffic on the way down, with the exception of other tour participants, made it all the more stunning.
The way back from Big Sur was a bit more challenging, as northbound Highway 1 is open to regular traffic and people seem dead set on cutting off million-dollar cars at every opportunity. The going is also much slower, leading to lots of stop-and-go traffic, something many old vehicles hate, resulting in a fair number of tour cars stopped on the side of the road with hoods up on the way back. Our Super Dart, though, made it back without a hitch, the temperature never rising above normal. The owner and his son had as good a time as we did, captivated by the views of the ocean and the other cars. I may not enjoy watching the tour, but being in it is simply incredible.
At the end of the tour, we headed back to the truck lot and, after some minor cleanup, put the car back in the trailer. We let our driver know we would be back to do a final pre-show cleanup Saturday afternoon. We then headed to dinner with the Gene and Miles Prentice from the Maine Car Museum and some friends.
Friday saw me at The Quail, A Motorsports Gathering, for a few hours. This is a very expensive event to attend but includes all the food and drink you can consume. Originally The Quail was a lifestyle show for vintage sports and racing cars, but it has been elevated over the years to include new-car intros by high-end manufacturers and leaned even more into the lifestyle segment. I spent the day there, looking at all the cars on display and enjoying the food and drink, while catching up with my friend David Lillywhite, the founder and editor of Magneto and Octane magazines. After seeing all the event had on display, I found my two favorite cars. The first was the new Morgan Plus 4. Now I have loved the Morgan marque for decades but have never fit comfortably in their cars. This new model, however, seems as if it was created just for me. In addition, it has the finest build quality I have ever seen in any Morgan. Yes, I now want one.
The other car that blew me away was at the classic Honda display on the lawn. This display sold some very cool classic Honda merchandise and also featured their legendary RA727 F1 car. I had never seen this car in person, and it was great to do so for the first time.
We spent the rest of the day at the Bonhams and RM Sotheby’s auctions. At Bonhams I was stunned to see that one of my favorite cars at the sale, the 1984 Nissan Skyline RS Turbo “Type DR30” Group A championship-winning Touring Car, sold for only $62,640, which I guarantee will be seen as an incredible buy in the future.
I spent the next few hours of the evening at RM Sotheby’s, watching their auction from the courtyard staging area. While there, I ran into my friend Dave Buchko from Lucid and caught up with him. I then went back to the hotel to get some sleep.
On Saturday, John and I were up early to judge at the Concours d’Lemons. If you have not ever been to a Lemons Concours, I think the best way to describe it is as an Island of Misfit Toys. If you have a car no one cares about, is largely forgotten, or considered bad when new, this is the place to show it. Unlike Pebble Beach, which celebrates Best of Show with confetti canons, the Concours d’Lemons celebrates their Worst of Show with a barrage of Silly String. This is one of the most fun car events on the planet and worth attending if there is one near you. This year’s Worst of Show was a flying saucer car called the “Galaxy Glider.”
Lemons founder Alan Galbraith after Worst of Show is announced
After Lemons, John and I had a late lunch and then headed to Pebble Beach to do a wipe down of the Super Dart and replace the emergency battery with the vintage-style one. All looked good, so we headed back to the hotel and went to bed early, as we would be up at 3 a.m. the next morning.
On Sunday we got up early, donned our best clothes of the week and headed to the truck lot at Pebble. We arrived at 3:45 a.m., met our driver Andy, and got the car out of the trailer. It was neat to be there in the pre-dawn morning; things looked amazing and magical. There we met Alan, who was riding in with us, and got ready for the gates to open for the Dawn Patrol drive on the field.
We left the lot at about 4:15 a.m. and made it to the Lodge at Pebble Beach to line up for our Dawn Patrol drive. I never thought I would be more than just a media observer at Dawn Patrol; this entire part of the event was simply incredible.
Lineup for Dawn Patrol
When Tim McGrain told us we would be moving in 5 minutes, we all piled in the car and got ready to drive. All of us were a bit exhausted but excited for the short drive onto the field in the early morning light.
We started moving and finally made it to the front of the line, where we met Sandra Button, chairman of the Pebble Beach Concours d’Elegance. She congratulated us at being invited, handed us our packet for the day, and wished us good luck. I thanked Sandra again for being able to be a part of this and we made our way onto the field. As is always the case, the route in was lined with a few thousand hardcore Monterey Car Week fans and, as we drove in, people cheered for us, shouting my name the whole way. This caught me off guard and, to fill the silence in the car, I fired up my phone and stared playing the song “Waiting Room” by Fugazi. Yes, we are the new generation, and we sang along as we drove to our parking place.
After some confusion of how the Class hosts wanted us parked, we finally got the Super Dart placed and then waited for the sun to come up before we began our final cleaning duties. If you try to clean before this, you end up doing the same job over and over again because of the morning marine layer.
Tom Suddard, John, and I did the final cleaning at around 7:15 a.m., with me doing the final work on the rear window. (Getting that rear window clean when you are 6 feet, 4 inches tall is an exercise in yoga techniques.) Finally, we were ready for the judges.
We got our chairs set up under the single tree we were parked next to at the concours and then I did my final review of the car info book I had put together.
The judges came by, led by my friend and judging mentor John Carlson. I explained the wild history of the Super Dart to them and then went through all the mechanical checks. We passed all these with flying colors and the judges thanked us for coming. We were surprised a bit when a second group of judges came by to judge the Super Dart for another award. Those were also friends, Fred Johansen and Adolfo Orsi Jr. They asked us a lot of questions about the history and originality of the Super Dart. It was fun to see Fred and Adolfo debate different things about the car and nice to have friends in both judging groups.
The field was a tough one, as you can see in the photos. I honestly feel that just being on the field with these cars in the Exner Class was a win in itself. Take a look at our competition: They are almost all one-off cars, and many were truly spectacular.
We got through judging and then waited to see how we did. At the end of the day, we were bested by a number of very deserving cars, my favorite being a light blue Dual Ghia, which took Best of Class in our Exner 2 Class. This well-earned award was presented by my friend Matt Goist, who did a great job and, like me, dressed for the occasion in a period-correct sharkskin suit.
The rest of the day was spent catching up with friends on the field, looking at some of the amazing cars (my favorite being the Andy Warhol-painted BMW M1 Procar), and basking in the amazing chance to show a car at Pebble Beach. I honestly never thought I would get to do this, and am forever grateful to the car owner, Miles Prentice, and the Maine Classic Car Museum for the opportunity to show off what we have back East in our great museum.
My takeaways from showing at Pebble Beach? This is indeed the finest concours event in the U.S., bar none, and will remain so. Showing here is both an honor and a privilege; if you have a chance, be sure to do so. Finally, when you show at Pebble, the entire Monterey Car Week revolves around that singular thing. You can do a few other things during the week, but the focus is always the Pebble Tour and the concours.
I also want to thank Sandra Button, Ken Gross, Paul Sable, and John Sacramento (for the mechanical assistance during the week), as well as Joe Beale (for the extra battery), our Passport Transport drivers Andy and Kevin (who didn’t seem to be up before dawn), Donald Osborne, Tim Stentiford from the museum for handling all the owner logistics, Tom Plucinsky of BMW Group Classic for moral support, Tim McNair for the amazing concours preparation, Peter Gleason for the advice and insight on showing at Pebble, and all my other friends who were so supportive along the way.
Rolls-Royce haspulled a nice PR stunt based on a rock star urban legend, and we thought it was a fine time to look into it and set the record straight because, well, why not?
Let’s introduce the characters involved: Moon the Loon, otherwise known as Keith Moon, drummer for The Who. If you ever wondered why drummers are the ones that keep on dying in Spinal Tap, the inspiration goes to Keith though, admittedly, drummers have a reputation of being among the craziest of the bunch. Folklore suggests that Keith drove a Rolls-Royce into a pool for a fun prank during his 21st birthday in Flint, Michigan. The story has come from Keith, with various aspects being pieced together from others who claim to have been present.
Image courtesy of Rolls-Royce
Responding to this legend, and as part of Rolls-Royce Phantom’s 100th anniversary, the most hallowed of automakers has planted a Phantom Extended in a swimming pool at Tinside Lido in Plymouth, England. Credit goes to Car and Driver for bringing this to our attention—it even used the proper word “apocryphal” to describe Moonie’s story.
However, in recent years, I recall reading a different, more honest story. I tried to find it online, with one resource saying Huffington Post got down to the truth of the matter, but that story is no longer available online. However, the author of the missing story does claim the following:
Keith Moon definitely did not drive his Rolls Royce into the swimming pool either at his home, as is sometimes suggested, or at the Holiday Inn in Flint, Michigan, where it is also reported to have happened during the drummer’s twenty first birthday party. “What he did do though,” says author Steve Grantley, “is reverse it by accident into his garden pond one morning and then had to ask the AA to tow it back out for him.“
The story that I recall is that someone needed a car—a Lincoln—moved in the hotel parking lot, and Keith volunteered, only to accidentally end up in the pool due to a mishap that was all his. It is quite possible I’m also conflating things the same way that history has also done over the years.
We at The ClassicCars.com Journal enjoy setting the record straight—witness our myth-busting on the history of the term “muscle car” and Daytona/Superbirdmisinformation that refuses to die—but this Keith Moon story is one that will have to remain speculative for us for the time being. Nonetheless, we should offer kudos to Rolls-Royce marketing for thinking creatively with this endeavor.
The 1970s were a tough time for muscle car fans. Government regulations, an oil crisis, shifts in consumer demand, and high insurance rates created circumstances that forced some manufacturers to discontinue or significantly detune performance-oriented models. The 1979 Camaro brought back the muscle car spirit, and the market received it with open arms (as well as open checkbooks!). Featured on AutoHunter is this 1979 Chevrolet Camaro Z28. The car is being sold by a dealer in St. Louis, Missouri, and the auction will end Tuesday, September 2, 2025, at 11:30 a.m. PDT.
The 1979 Camaro achieved 282,571 units sold – including 84,877 performance-oriented Z28 models – making that year the most successful for all 1970-81 second-generation vehicles. The car was just what Chevrolet needed in order to stay competitive against other vehicles in the segment (namely, the Fox Body Ford Mustang that came out that year).
Revheads is proud to present a 1979 Z28 with a few tricks up its sleeve. The dealer calls itself, “A car consignment specialist for people who live loud and drive louder.” In this case, that “loudness” comes courtesy of a replacement 383ci stroker V8 with an Edelbrock intake manifold and a four-barrel carburetor. The engine bay is a chrome-laden work of art, so the car is equal parts “show” and “go.” A 700R4 four-speed automatic transmission and a 10-bolt rear end with a 3.55:1 Positraction differential get things moving.
Finished in silver metallic paint with blue Z28 decals, the exterior features front and rear spoilers, fender vents, a hood scoop, color-matched side mirrors, and a dual exhaust system. Traction comes from Cooper Cobra white-letter tires mounted to 15-inch Rally wheels. The cockpit is appointed with black vinyl bucket seats, a center console, power steering, power door locks, and a Sony audio system.
Part of the beauty of the Z28 involved the use of equipment that could not be readily seen at a glance. At the core of the car’s engineering was an upgraded suspension system, since Chevrolet emphasized the car’s ability to hug the curves with confidence. Upgrades included heavier-duty brakes, front and rear stabilizer bars, and unique shock absorbers.
As Chevrolet said in advertising: “Now stop imagining yourself behind the wheel. Grab hold and take it from Chevrolet – people who know what performance is all about. Buy or lease a ’79 Camaro Z28. Then go road hunting.” Speaking of hunting, AutoHunter should be your next stop.
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.
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.
