Do you remember when the Subaru Outback was introduced? It was 1995, and the new Legacy trim level was so successful that Subaru spun the Outback from the Legacy series and made it a stand-alone model several years later. And, while SUVs have continued to outsell minivans and station wagons, the Outback has has remained steadfast as a consistent throwback when long-roof sedans ruled after-school sporting events.
2026 Subaru Outback (Image courtesy of Subaru)
Yet at the 2025 New York International Auto Show, Subaru has introduced the 2026 Outback, and I can’t help but feel I’ve been punched in the gut. Get a load of this!
That’s not a station wagon—that’s an SUV! It’s like Subaru designed the new Outback to look like a larger Forester, a bit ironic considering both are crossovers based on sedans.
The original Subaru Legacy Outback (Image courtesy of Subaru)
Subaru recognizes this, as the press release for the redesigned ’26 states that the all-new car “steers the iconic SUV in a new styling direction” with a “new, bolder exterior design [that] conveys a more powerful presence on the road.” It makes no difference, though, as Subaru has promoted the Outback as an SUV for years—even the government has classified the Outback as an SUV since ’05 to help Subaru skirt CAFE regulations.
Now that it seems that a proper station wagon is a lost cause at Subaru, this is what we have left in the United States:
2025 Audi A4 Allroad Quattro
2025 Audi A6 Allroad Quattro
2025 Audi RS6 Avant Performance
2025 BMW M5 Touring
2025 Mercedes-Benz E 450 4MATIC All-Terrain
2025 Subaru Outback – $29,010
2025 Toyota Crown Signia
2025 Volvo V60 Polestar Engineered
2025 Volvo V60 Cross Country
2025 Volvo V90 Cross Country
Honorable mention
2025 Porsche Taycan GTS Sport Turismo
2025 Porsche Taycan Cross Turismo
2026 Subaru Outback (Image courtesy of Subaru)
In the American market, there does not exist a station wagon that can be found for under $50,000. We used to be able to depend on Subaru on giving us an alternative, but no longer.
Artificial intelligence is not the stuff of science fiction any more. Today, AI is used for customer service, search engines, website design and, at Bentley, even the interior materials inspection process.
The British automaker is selective about the hides it uses in its ultra-luxury cars and SUVs, to say the least. It prefers leather from cattle that graze at high altitudes in Northern Europe, where insect bites that leave blemishes are less likely. Also, the cows there typically aren’t constrained by barb wire fencing, which can leave scars.
Despite this careful control of its materials, Bentley still has its artisans inspect the leather by hand. The time it takes to do that can add up, especially when you consider it takes 13 skins to furnish the interior of a Flying Spur and nine to line the cabin of a Bentayga.
As part of its Beyond100+ strategy, which “will see the company reinvent its entire product range to support a more sustainable, electrified future,” Bentley has incorporated AI into its Hide Inspection program. Combined with advanced cameras, the artificial intelligence will be able to spot imperfections that may be invisible to human eyes. Not only should this high-tech scrutiny yield even better materials, but it should also lead to faster materials processing and a reduction in waste and CO₂ emissions.
One thing AI can’t do for a Bentley’s interior? The hand-sewn details Bentley’s specialists add to each vehicle. Even if AI could pull that off, perhaps that would be a step too far for traditional Bentley buyers who value old-school craftsmanship.
Attention, Mustang sticklers, we’ve got one for you! Yeah, we know this K-code 1964½ Ford Mustang Hardtop currently listed on AutoHunter is properly called a 1965 per the VIN, but we also know Mustangs produced from April-August 1964 featured equipment that was updated when the 1965 model year began (like generator to alternator). Thanks to the late introduction of the 289 Hi-Po and the abbreviated model year, it’s estimated that less than 500 were built in Hardtop and Convertible body styles (the 2+2 fastback was not introduced until the 1965 model year). This Hardtop is slightly modified, featuring a balanced and blueprinted 289 Hi-Po backed by a five-speed TKO manual transmission. Equipped with features like Rally Pac and Scott Drake Shelby wheels, this Rangoon Red over a matching vinyl interior is now offered by the seller with a clear title.
The recipient of a five-year restoration that was completed in 2017, this Mustang features Rangoon Red paint, driver-side chrome mirror, deconstructed grille, 289 High-Performance fender badges, and Tasca Ford badge on rear panel. Fifteen-inch 1969-70 Shelby-inspired Scott Drake wheels are wrapped in staggered-width redline radials—215/60 front, 235/60 rear.
The red bucket seat interior features white side components and headliner. A Hurst shifter is mounted on the red carpet. Other features include three-spoke steering wheel and radio-delete plate.
The instrument panel consists of a 120-mph speedometer and gauges for the temperature and fuel. A Rally Pac cluster is mounted on the steering column and includes a 8000-rpm tachometer and clock. The odometer currently reads 521 miles but is mileage-exempt per the title.
The rare 11:1-compression K-code 289 was originally rated at 271 horsepower. This one features an updated Holley Street Warrior four-barrel carburetor plus Sanderson stainless steel headers. The original four-speed manual has been replaced by a five-speed TKO unit.
The above makes this Mustang go, while the Wilwood power front disc brakes help this Mustang stop. Take a peek underneath and you’ll find a nine-inch Moser rear and Flowmaster dual exhaust system.
Sure, many folks may put a 1965-66 GT with the Pony interior at the top of their Mustang list, but none are as special as the K-code 1964½ Ford Mustang Hardtop like this one currently listed on AutoHunter. Thanks to its rarity (relative or otherwise), don’t miss out—place a bid before noon on Wednesday, April 23, 2025, so you can add it to your garage.
The 2002 British Motor Show was the beginning of the end for the DB7, Aston Martin‘s sleek coupe and convertible born in the 1990s. But if you buy our Pick of the Day, a 2003 Aston Martin DB7 GTA posted on ClassicCars.com by a dealer in Oklahoma, you never have to say goodbye to it.
The DB7 is what you’d call a “group effort.” In the early 1990s, Aston Martin was owned by Ford, which also had Jaguar under its corporate umbrella. It combined a new platform originally intended to underpin the Jaguar XJS’s successor with bodywork by a young designer named Ian Callum, who went on to pen several cars from both of the British car companies. For the engine, Aston Martin started with Jag’s 3.2 I6, then added a supercharger to boost output. It even built the car that came to be known as the DB7 in an old JaguarSport factory, a joint effort between Jaguar and Tom Walkinshaw Racing that previously produced the 217-mph XJ220 supercar. The finished product debuted at the 1993 Geneva Motor Show and went into production in June 1994.
The more powerful DB7 V12 Vantage followed in 1999. Aston Martin dropped the supercharger, but upped the engine size to a 5.9-liter V12 built by Cosworth. As a result, output climbed to 420 horsepower and 400 lb-ft of torque.
Just three years later, Aston Martin showed the enthusiasts and media at the British Motor Show the final variants of the DB7 called the GT and GTA, which featured powertrain, exhaust, chassis, suspension, braking, and aerodynamic upgrades. The DB7 GT came with a six-speed manual gearbox and a slight bump to 435 horsepower and 410 lb-ft of torque. The “A” in the DB7 GTA meant it had a five-speed automatic, which could be shifted manually using the gear lever or the buttons on the steering wheel. One upgrade the GTA didn’t receive was extra power, so it drove off into the sunset with the same stats as the DB7 V12 Vantage.
This 2003 Aston DB7 GTA comes in a distinctive and attractive light blue. The cabin is covered with darker blue leather and accented with glossy wood trim. Parchment-colored gauge dials and metallic HVAC knobs add even more contrast. As a grand touring car meant for comfortable long-distance travel, the DB7 GTA is equipped with power everything, heated power front seats, and the power to shave down ETAs.
Speaking of lower numbers, check out the odometer: There are only 5,768 miles on this high-class cruiser. While it’s a shame that nobody has significantly enjoyed this car, that figure is also kind of fitting because Aston Martin kept production numbers low, making only 191 DB7 GTs and 112 DB7 GTAs. To get your hands on this eye-catching, barely driven piece of modern Aston Martin history, all you’ll have to say goodbye to is $69,000.
I’ve been to a lot of car shows in my life, whether they were put on by dealers or a passionate group of owners. But none of them were quite like the 2025 Electrify Expo that took place in Phoenix April 12-13.
As you can probably guess by the name, the Electrify Expo is all about the power of electricity, specifically when it comes to powering transportation. It doesn’t matter which kind—cars, trucks, SUVs, motorcycles, bikes, scooters, and even skateboards were there under the sunlight at State Farm Stadium.
Before the event formally started on Saturday morning, I attended Ford’s Cars & Coffee event right outside the gates of the expo. Mustang Mach-E and F-150 Lightning owners lined up their vehicles before starting the day with freshly made chilaquiles, orange juice, and, of course, coffee. EV Product Communications Manager Sam Schembari explained Ford’s involvement with the festival and how Mach-E owner feedback influenced the vehicle’s updates for 2025.
Once the Electrify Expo was officially underway, I went to Ford’s booth to learn even more about the 2025 Mustang Mach-E. James Duszkiewicz, Mustang Mach-E Assistant Brand Manager, told me about its new colors and features, as well as the off-road-ready Mach-E Rally. He also recommended I get in line as soon as possible to ride shotgun for some hot laps in a Mach-E GT with the Performance Upgrade, which boosts output to 480 horsepower and 700 lb-ft of torque. Let’s just say that I emerged from the Mach-E impressed . . . and a little woozy.
As a DJ pumped out lively dance music, I ventured further into the festival, which was filled with vehicles from Toyota, Tesla, Lucid, Chevrolet, and more. The EV owners who make up Drive Electric Arizona were onsite to tell people more about their volunteer-driven nonprofit organization and the benefits of plug-in electric vehicles. Co-founder and vice president Peter Culin was kind enough to take me through his group’s history, the ways in which it’s trying to increase access to charging, and the pros and cons of towing a trailer with a Rivian R1S.
At noon, I had the privilege of interviewing Electrify Expo CEO and Founder BJ Birtwell. Among other things, he shared with me his path to electric cars and what his event offers to newcomers to the EV space.
In the early afternoon, I walked to the Electrify Showoff section of the event, where private owners and companies had their EV conversions on display. One of the most unusual builds was a Preserve Watts’ 2022 Ford F-250, which is not only a rolling test vehicle for the company’s hardware, but also CEO Rob Thompson’s daily driver.
Further down the row of conversions was a gorgeous light blue 1966 Jaguar E-Type roadster. Gregg Snow, one of the people involved in the process of switching the Jag from straight-six to electric power, gave me all the key numbers and told me the most satisfying thing about driving the curvy cat.
Before I went to Electrify Expo, I expected a certain militancy from the EV-faithful, a rigid belief that everyone should get an EV or hybrid, and that ICE cars are wrong without exception. The people I spoke with showed me that, in addition to being passionate about electrified vehicles, they were pragmatic and devoted to solutions instead of a side in an argument.
As I said at the beginning of this article, the Electrify Expo was unlike any car show I’d ever been to previously. But it wasn’t a completely foreign experience: I was surrounded by knowledgeable people who love cars.
Quick! Do you know when Chrysler first hit the marketplace? January 1924, with the Maxwell Motor Company being reorganized as the Chrysler Corporation on June 6, 1925. The 100-year anniversary is approaching, so what does Chrysler have in store for us?
At the New York International Auto Show (NYIAS), now through April 27, 2025, Chrysler is celebrating 100 years with a special three-vehicle display showcasing the brand’s past, present, and future:
1924 Chrysler Six (same one that debuted at NYC’s 1924 National Automobile Show)
“Chrysler holds a significant place in automotive history and culture and has been a symbol of innovation and resilience for 100 years,” says Chris Feuell, Chrysler CEO. “It’s an entire century of innovation: from its introduction of the Hemi V8 engine, to the creation of the minivan segment and Stow ‘n Go seating. As one of the original Big Three, Chrysler contributed to industrial growth and influenced culture with iconic vehicles like the Chrysler 300. Chrysler is more than just a car brand, it’s a key part of the automotive industry.”
The NYAIS is just the beginning of the celebration. As you can imagine, over the year you’ll see a social media campaign, events, and initiatives that include a multi-part video series looking back at significant Chrysler Corporation vehicles, concepts, innovations, and other historic moments. And, for those who don’t live in a nudist colony, Chrysler has introduced 100th anniversary-branded merchandise full of apparel and tchotchkes, with more on the way.
“Reaching 100 years is an accomplishment we want to both celebrate and use as an opportunity to declare our commitment to a future that honors Walter P. Chrysler’s legacy of innovation, engineering excellence, and beautiful, affordable designs,” Feuell adds. “As the brand celebrates this milestone, the future looks bright with exciting new releases: a refreshed Chrysler Pacifica in 2026, a new crossover soon after and a third product inspired by the Halcyon concept.”
For more information on the Chrysler Century of Innovation celebration, visit Chrysler.com.
Currently listed on AutoHunter is this restored 1973 Triumph Stag, which is powered by a rebuilt 3.0-liter V8 mated to a Borg-Warner three-speed automatic transmission. Finished in black and equipped with a black soft top over a matching vinyl interior, this Mk 2 Stag is now offered by the Arizona seller with a color-matched hardtop, service receipts, British Motor Industry Heritage Trust certificate, Triumph parts catalog, owner’s manual, and clear Arizona title.
Originally Magenta, the body was repainted black. Exterior features include chrome bumpers and trim, driver-side mirror, luggage rack, exposed fuel cap, rear bumper guards, and a pair of exhaust outlets. When the weather is nice, the black soft top can be lowered for an open-air driving experience. If it gets cold or starts raining, the soft top can be stored away and replaced with a body-color hardtop.
Like the body, the pockets of the silver 14-inch wheels are black. Surrounding the wheels is a set of 195/70 General AltiMax RT43 radial tires.
The cabin is furnished with black vinyl front bucket and rear bench seating. Other interior features include power windows and steering, woodgrain trim, center console, factory air conditioning, and aftermarket AM/FM/CD stereo.
The set of Smiths gauges consists of a 140-mph speedometer, 7,000-rpm tachometer, and readouts for the oil pressure, fuel level, voltage, and temperature. The odometer shows 73,308 miles, but the title for this vehicle indicates it’s mileage-exempt.
In August 2015, the 3.0-liter V8 was removed and rebuilt. A Wizard Cooling aluminum radiator and a Holley four-barrel carburetor were installed in 2022. A Borg-Warner three-speed automatic sends the engine’s output to the rear wheels.
The undercarriage was also refreshed in 2022 when the differential was rebuilt. Power front disc brakes keep this Stag from getting hit by a car.
If you’ve been stalking this 1973 Triumph Stag online and you just can’t leave it alone, make sure you have enough doe to bid on it. The auction ends on Tuesday, April 22, 2025 at 11:45 a.m. (PDT).
I am in the cafe at BMW Group Classic in Munich, so I thought that it would be appropriate to make my Pick of the Day a classic BMW. And with that in mind, I thought, Why not pick the model that is called “The Icon”: the 2002? But this is not just any 2002 – it is the higher-performance 2002tii model.
A shortened version of BMW’s Neue Klasse line that was launched in 1962, the 2002 was a hit almost from the start. BMW design director Wilhelm Hofmeister assigned the project to staffers Georg Bertram and Manfred Rennen. They created a now-iconic sporty car that was two inches shorter in wheelbase and 10 inches shorter in overall length than the Nueu Klasse cars. Bertram and Rennen accomplished this by shortening the rear deck. The car that became the first in the 02 series, the 1966 1600-2 was less luxurious than the Neue Klasse cars, but at the same time, it was a lighter, faster, and better-handling machine. This car was an immediate hit with automotive journalists and made Americans aware of the BMW brand.
BMW was not satisfied with the performance of the 1600-02 and immediately started developing a higher-performance version of the 02 cars. The first was the 2002, which increased the displacement of the engine from 1600cc to 2000cc, upping horsepower from 84 to 99. Still not satisfied, BMW then developed the 2002tii, which added fuel injection along with a more performance-tuned 2000cc engine with 128 horsepower.
It was not just engine performance that BMW addressed with the 2002tii; the car also received stiffer springs, front and rear anti-sway bars, larger 10-inch front disc brakes, and 5.0-inch-wide wheels. The 2002tii also received a closer-ratio four-speed gearbox, which had a 3.74 first gear (instead of the standard 3.84), a stronger clutch, and a longer 3.45 axle ratio (compared to 3.64) that increased the 2002tii’s top speed.
The selling dealer describes this 2002tii as “a classic automobile that provides timeless performance.” It adds, “Known for its sleek design, sporty performance, and precision engineering the BMW 2002tii is a highly revered classic in the automotive world. This BMW is ready for a new owner to drive it home.”
This 2002tii is painted Agave Green over a correct tan vinyl interior. The paint looks to be in good condition. I can see no evidence of rust in the body or underneath the car. This is important as the 2002 does have a propensity to rust, as do all cars from this era.
The interior also looks quite clean and neat, with correctly colored vinyl seats and no other issues that I can see in the photos provided. The dash looks like it might have a single crack in it and the door cards are older, but none of them look bad for a driver-level 2002. The same goes for the carpeting. It is good to note that this car is also equipped with a sunroof, which is a desirable 2002 option.
Under the hood, this 2002tii looks exactly as it should. It is not sparkling clean, but it is also not a mess. I would describe it as tidy. I did not see any variation in parts used and according to the seller, the car runs well. This is important as the Kugelfischer fuel injection system requires an expert to properly adjust it. The key after that is to leave it alone as it simply works.
Over the last five or so years, the 2002 has increased in value quite a bit, with completely restored 2002tii cars selling for serious money. This car, with its asking price of only $27,999, represents not only a tremendous value, but also the kind of collector car that you can drive for years, experiencing what the 2002tii was all about. People call the 2002 “The Icon” for a reason and the tii version is the one to have – kind of like the S version of the early Porsche 911. So if you are looking for a seriously well-made, fun-to-drive, and historically important European sporting car, this 1972 BMW 2002tii completely fits the bill.
I’m not embarrassed to admit that I’m not a Mustang guy—as a rule, I lean towards mid-size muscle cars over performance pony cars. However, one of the best events I’ve ever attended was the Mustang’s 50th anniversary in Las Vegas. There was such a variety of these belly button cars that I forgot about the umbilical. The truth is that there are so many variations of the FordMustang that it would be absolutely unfair to use that dismissive epithet.
To commemorate the birthday of the most American of automobiles, join us as we discuss a few of the more unusual Mustangs from its heyday.
(Image courtesy of Barrett-Jackson)
1965 Shelby GT350 If I’m not a pony car guy, then it makes sense I never gravitated towards the Shelby Mustang, especially the first ones that don’t look much different from regular Mustangs. However, wisdom comes with age, and I realize the ‘65 is pretty much a Boss 302 several years before there was such a thing. In comparison, I have no interest in the ’66, which was watered-down and most commonly found with an automatic.
(Image courtesy of Barrett-Jackson)
However, there was a handful of early “carryover” 1966 GT350s that were hybrids between the two years. This ’66 is one of 78 carryover cars built without a back seat, just like the 1965s. Other unusual features include steel wheels, rear over-rider traction bars, and fiberglass hood with steel frame, while 1966 components include clear Plexiglas rear-quarter windows, functional rear brake-cooling scoops, and rear exhaust turndowns.
(Image courtesy of Barrett-Jackson)
1968 “135” Mustang Almost four months before the 428 Cobra Jet was to debut, Ford built a batch of 50 fastbacks—all in Wimbledon White—with most going to racers (especially for the Winternationals), though a few were sold to regular enthusiasts. Out of the 50, only 20 were built without sealer or sound deadener, so these could be considered lightweights. Unlike the later “production” Cobra Jets built in April-August 1968, these “135” Mustangs (so named due to all sharing a 135 sequence prefix) did not have the GT package or the black stripe on the hood. This is the exact car that Hot Rod called “probably the fastest regular production sedan ever built.” If you want to learn more about these cars, visit 428CobraJet.org.
1969 Mustang “The Going Thing” There have been many Mustang regional and promotional specials, with the Twister Special being the most famous. But, to me, the cars produced for the “Going Thing” promotion is the bee’s knees. Looking like street versions of Ford’s drag cars, a batch of The Going Thing Mustang and mid-size Cobra SportsRoofs (plus a handful of regular Mustang hardtops) was ordered by several Cleveland-area dealers for the Ford Total Performance Show at Thompson Drag Raceway in Chardon, Ohio.
The Going Thing Mustangs were available in special-order Petty Blue or white, built with both pedestrian and performance Ford engines. They featured an unusual stripe that resembled the Boss 302’s yet included “THE GOING THING” stenciled at the bottom of the stripe, plus a huge Ford decal on the trunk lid.
1970 Mustang Sidewinder Looking somewhat like a junior league version of the Twister Special, this regional special came out of the Iowa/Nebraska region. Not much is known other than it is believed these SportsRoofs were equipped with the 351-4V, Competition Suspension, 3.50 gears with Traction-Lok, Ford-produced side stripe (a design shared with the Twister, ARI Mustang pace cars, and Torino GT pace cars), and a rear snake decal.
The latter was hand-drawn by Michael Baze, a Ford employee in the Omaha district who submitted this idea for a regional promotion Ford was running.
Only 48 Mustang Coupes were built with the 429 Cobra Jet in 1971 (Image courtesy of Danny Runyon)
1971 Mustang 429 Cobra Jet Large and in charge? Maybe, but they’re not as big and heavy as initial impressions may suggest. The 429 Cobra Jet was new for the Mustang, and the CJ pony car was the only FoMoCo product to have the Drag Pack available for 1971.
Of the 48 CJ Coupes built, only 20 were C-codes without ram air (Image courtesy of Danny Runyon)
Sure, the Mach I looks racy, and the Boss 351 may be better-balanced, but I appreciate the Plain Jane aspect of the hardtop or even a regular SportsRoof. With the right gears, these cars—Ford’s final high-compression big-block pony cars—were monsters.
1987 Mustang LX 5.0 Alright, maybe this car is not as unusual as the above examples. However, 1987 was the year the planets aligned and Ford introduced a 225-horsepower 302 with fuel injection. Doesn’t sound impressive today, but these cars easily could run fourteen-second ETs—happy days are here again! It could be said that high-14s were not impressive when CJs were easy 13-second cars, but those ETs were WAY faster than your usual 302 Mustang back in the day, and more comparable to a Boss 302. When these first appeared in the fall of 1986, I dug the boy racer accoutrements of the GT, but the wiser guy in me now prefers the LX coupe (or hatchback) with the 5.0. Don’t forget the five-speed! I’ve always wanted to drive one so here I am, lusting after a Fox.
There’s usually no drama associated with cars making their way into Jay Leno’s Garage – he either owns them or the people who do keep them running right. Things were a little different with this 1966 Mercedes-Benz 230 “Fintail.”
Its current owner, Randy Carlson, founder of the automotive exploration and recovery site Carchaeology, has performed some crucial maintenance and replaced some key parts since he bought the sedan. But that’s because it used to be in much rougher shape.
While appraising a collection of largely German cars in Alabama, he discovered this green 230. After buying it from the aging owner and being told it ran well, Carlson had the wild idea to just wing it and drive the car 2,000 miles back to his place in California. What he had been told was technically true: the car was functional overall, but many of its parts didn’t work. Its heater was shot, just like its speedometer, odometer, and horn. The clutch and the four-speed column shifter didn’t act right. In addition, there was a brake vacuum leak. At one point in Carlson’s long journey home, the 2.3-liter inline-six started running poorly, necessitating an impromptu carburetor cleaning.
Since getting the car back to his place in California, Carlson has tended to some of his Fintail’s issues. He installed a new clutch slave cylinder, adjusted the valves, and had the brake booster rebuilt. The heater, horn, and instrument issues will have to be resolved some other time.
Although Carlson’s decision to drive a strange old car for three days across the country may not have been the most level-headed, he knew how to fix things on the go, which created a bond between him and his W111.
Did the Fintail survive Leno’s test drive? Click the play button below to find out.
