I’m a big fan of bespoke items, but they tend to be outside my price range. So when I see a special-order car in a non-regular-production color, I tend to linger because it challenges my expectations formed by what I have previously seen. Now, thanks to the Celestiq, Cadillac is introducing Curated by Cadillac, an “elevated” customization program for the 2026 CT5-V Blackwing.
Of course, the Celestiq is Cadillac’s ultra-luxury flagship that harkens back to the Eldorado Brougham—the best that Detroit has to offer. Sure, it’s an EV—a type of vehicle some out there won’t entertain—but it has introduced many processes, materials, and methods to Cadillac production that have begun to trickle down to the brand’s more mainstream vehicles.
Curated by Cadillac is the offspring of its Celestiq efforts, a customization program that will be offered on the 2026 CT5-V Blackwing. Available options will include the exterior colors and finishes, and interior colors and materials—all part of an “elevated” client experience via the dealership and a dedicated Cadillac concierge.
“Curated by Cadillac embodies our commitment to delivering an elevated level of customization,” says John Roth, vice president of global Cadillac. “Drawing upon experience from the ultra-luxury, hand-built Celestiq, we are now offering a limited number of CT5-V Blackwing customers an opportunity to create a vehicle that is as unique as their own story.”
Cadillac says every Curated by Cadillac 2026 CT5-V Blackwing will be hand-built at the Artisan Center in Warren, Michigan. While your basic CT5-V Blackwing starts at $95.595, the bespoke version will start at approximately $158,000, including destination freight.
A Curated by Cadillac CT5-V Blackwing will be on display at the Concours Village in Pebble Beach August 14 and 15, 2025, during Monterey Car Week. Visit www.cadillac.com/curatedbycadillac for more information on the program.
Barrett-Jackson Chairman/CEO Craig Jackson and Chief Brand Officer Carolyn Jackson will showcase “Little Red,” the 1967 Shelby EXP500 prototype coupe alongside the “Green Hornet,” the 1968 Shelby EXP500 prototype coupe at the Shelby American Automobile Club (SAAC) 50th Anniversary event at Sonoma Raceway, August 21-24, 2025. This will be the second time the two legendary muscle cars will be on display together – the first being their public unveiling at the Barrett-Jackson 2020 Scottsdale Auction. Little Red and Green Hornet both hold a pivotal place in Shelby American’s history, contributing to many technological advancements seen on many modern vehicles today.
In August 1966, just months after Ford’s legendary triumph over Ferrari at Le Mans, a unique request was made by Shelby American to the San Jose Ford plant: three Mustangs, a convertible, a fastback, and a coupe. That coupe would go on to become “Little Red,” the only notchback ever built by Shelby American in Los Angeles. Designed as an experimental prototype, Little Red became a testbed for innovation. Carroll Shelby, alongside Shelby American’s Chief Engineer Fred Goodell and their team, used the car to push boundaries, combining Ford’s powerful 428ci engine with their bold vision of a street-legal Mustang with track-ready performance – something that could overtake Ferrari on the streets.
Little Red, a double prototype, holds a singular place in Mustang history as the only 1967 coupe factory-equipped with Ford’s formidable 428ci engine and the very first coupe to receive it. Even more remarkably, it remains the only GT coupe ever ordered and built with factory-installed dual-quad carburetors. Its rarity doesn’t stop there: Little Red is one of just two known 1967 GT Mustangs to feature a black Connolly leather interior, the other being the convertible delivered to Shelby alongside it. In terms of production sequence, Little Red was the second GT500 to be serialized and completed, preceded by the fastback (serial number 0100) and followed by the convertible (0139).
For decades, Little Red was believed to be lost to history, presumed crushed like so many prototype vehicles of its time. But in a remarkable twist, in 2018 the car was discovered in a field in rural North Texas, where it had quietly sat untouched for over 20 years. The search was led by Craig Jackson and classic car restoration expert Jason Billups, supported by a team of leading automotive historians and specialists. Their efforts revealed that Little Red had been re-skinned with many parts from a 1968 Mustang and sold rather than scrapped. It had remained with the same owner for more than two decades.
In poor condition but historically priceless, Little Red underwent a two-year restoration lead by Jackson and Billups using original Shelby schematics. Now fully restored, the car showcases features like twin Paxton superchargers, a reinforced C6 transmission, an electric antenna and its signature Candy Apple Red paint from the height of its experimental past, cementing its legacy as one of the most significant Shelby prototypes ever built.
What makes the Green Hornet truly one of a kind is its status as a “double prototype.” Originally built at the Dearborn Assembly Plant in the fall of 1967, this 1968 Mustang notchback coupe began life as a prototype for Ford’s nation-wide version of the California Special, initially known as the GT/Super Coupe program. In early 1968, the car was handed off to Carroll Shelby and his team, who transformed it into the experimental 500 (EXP500). Under Shelby’s direction, the Green Hornet received a host of unique, performance-focused upgrades, including a 428ci CJ-X big-block V8, Conelec fuel injection, independent rear suspension built by Ford Advanced Vehicles from the Daytona coupe, and 4-wheel disc brakes, all wrapped in a distinctive and aggressive appearance (including it’s electric antenna) that set it apart from anything else on the road.
At the request of Goodell the EXP500 was turned over to in-house custom painter Sonny Fee, who applied a striking, one-of-a-kind Candy Apple Green finish. This bold color choice played a key role in earning the car its iconic nickname, the “Green Hornet.” Beyond its show-stopping appearance, the Green Hornet served a critical role as a prototype test mule for Shelby, making it the second known Mustang notchback documented by Shelby and earning its dual prototype status during its development
Like its sibling Little Red, the Green Hornet was long believed to have been lost to history and crushed like so many other prototypes of its era. Restoring the Green Hornet was a deeply personal and historically driven mission for Craig Jackson, who approached the Shelby prototype’s revival with an unwavering commitment to authenticity. Jackson and Billups researched and sourced original components, including tracking down the one-off independent rear suspension system. Equally challenging was the recreation of the car’s pioneering and incredibly innovative Conelec electronic fuel injection system, a feat made possible through the expertise of Chris Long, whose father designed the original unit. Using his father’s notes and technical drawings, Long successfully reverse-engineered the system, reviving a key piece of Shelby innovation. The restoration also uncovered a remarkable surprise: the Green Hornet still retained its original engine used during Shelby’s development phase. To complete the project with period-correct precision, Jackson sourced an original paint chip from the underside of the hood that had not been stripped to recreate the car’s distinctive Candy Apple Green, applying it over Lime Gold base just as it had been done in 1968, overspray and all.
Little Red and the Green Hornet have only been shown to the public together one other time, making this appearance at SAAC August 21-24 in Sonoma, a special and rare opportunity for enthusiasts to take in these pieces of automotive history that changed the landscape of performance.
To learn more about Little Red or the Green Hornet, visit ShelbyPrototypeCoupes.com or watch the full-length documentaries on YouTube.
It’s safe to say that most American car fans have at some point in their lives fantasized about having a Chevrolet Corvette, a convertible, or a Corvette convertible. Many of them have made that dream a reality but, if you haven’t done that already, take a look at our latest AutoHunter Spotlight: a 71K-mile 2002 Chevrolet Corvette convertible. It’s available from a dealership in Sarasota, Florida and comes with a clean CARFAX report and a clear title.
For 2001, the Corvette coupe and convertible received a variety of updates that improved NVH (noise, vibration, and harshness), boosted power, and increased agility. The cockpit was quieter thanks to better sound insulation and the LS1 5.7-liter V8’s improved idle quality. Engineers also increased the engine’s output from 345 to 350 horsepower and, by opening up the intake system, bumped torque up by 10 to 360 lb-ft (for Corvettes with the 4L60-E four-speed automatic), most of which was available lower in the rev range than before. Even Corvettes with the auto and the standard rear end ratio were able to sprint to 60 mph a quarter-second faster than their 2000 predecessors, according to Chevrolet. A second-generation Active Handling stability control system, new Bosch brake pressure modulator, and revised calibrations made the ’01 Corvette more controllable whether it was oversteering or understeering.
As a 2002 model, this drop-top Vette benefits from all those changes as well as gentle use. Over the past 23 years, it has only accrued 71,767 miles, which means it has been neither a garage queen nor a road warrior. In the pictures provided by the selling dealer, the Magnetic Red Metallic paint appears even and glossy. There’s still plenty of shine on the 17-inch front/18-inch rear aluminum wheels. Soft tops in light colors easily show stains, but the Light Oak manual lid on this C5 seems to be free of discoloration.
Inside, the Light Oak power-adjustable bucket seats are in equally good shape. Whoever originally configured this Corvette picked the 1SC trim, which included a variety of convenience features such as dual-zone automatic climate control, driver’s seat memory, head-up display, and power telescoping/manual tilt steering column.
Other interior features include power windows, locks, and mirrors, cruise control, and Bose audio system with an AM/FM/CD radio.
If you want to make your dream of driving a Corvette convertible an everyday reality, bid on this 2002 Chevrolet Corvette. You may not have a lot of time because the auction ends at 11:00 a.m. (PDT) on Tuesday, August 19, 2025, but you have the rest of your life to enjoy driving this Corvette with the top down.
Of late, we’ve been starting to see a few automakers resurrect “car” nameplates for crossover-type vehicles. Remember what happened with the Mitsubishi Eclipse Cross? And now Acura says it’s coming out with a new RSX crossover – repurposing the name of its former sporty hatchback. Smart? Maybe. It does play into nostalgia, which as we know is a huge driving force behind vehicle purchases (whether for late-model or classic cars).
Mercury did the same thing several decades ago. It took the Monterey name – used on its full-size car line from 1952 through 1974 – and stuck it on a minivan from 2004 to 2007. I don’t know about you, but I’ll take the earlier version.
The 1964 Monterey was said to draw inspiration – or at least share design language with – the Ford Thunderbird and Lincoln Continental models of the era. From 1961 through 1964, the Monterey was essentially the Mercury equivalent of a Ford Galaxie.
In advertising, Mercury promoted the car’s comfortable ride as well as some of its wins at competitive racing events. One promotion said, “Mercury: The look, the feel, the ride of a great road car … and a championship record to back it up.”
Finished in red with a white retractable top, this Monterey looks right at home on a lakeside cruise. The seller says “Needs some finishing touches on the bumpers and body. The internal components don’t need any attention.” The paint is believed original, and according to the trim tag, the color is “J” – otherwise known as Carnival Red.
Under the hood, power comes from a 390ci “Super Marauder” FE V8 (with a two-barrel carburetor) linked to a Merc-O-Matic three-speed automatic transmission. The odometer reads 69,922 miles, and the seller says, “Looks to be original, but selling true-mileage-unknown.” The good news is there is some known service history, which includes:
Coolant flush
Fuel pump replacement
Fuel tank cleaning
Ignition coil and distributor assembly replacement
Ignition repairs
Oil and filter change
Spark plug cleaning
The seller says. “You can start driving it today!”
The 1964 Monterey has aged gracefully, and its distinctive style still looks good after over 60 years. It will likely continue carry more collector appeal than its 2000s-era minivan counterpart, at least.
It started with an email. My friend Adrian sent me a note stating, “I came across this interesting Chevrolet ad in the Monday, February 20, 1967, edition of the Gloucester County Times newspaper while doing some research on Ace Motor Sales and Eastlack Lincoln-Mercury, Inc. of Woodbury, New Jersey. Have you ever heard of this new ‘light monitoring system’ option? I wonder why it wasn’t available in California?”
I’ve seen this light monitoring system—later branded Vigilite—several times on Chevrolets, mainly 1968-69 models. It’s not a common option, being a feature that I would expect more on a Cadillac than the brand that was lowest on the General Motors totem pole. Digging into the 1967 full-size brochure, I found no mention of the option, though it appears in the 1968 catalog as a pair of fender-top monitors (versus the one pictured in the 1967 ad that sits on the rear package shelf). Logically, a vehicle should have both, so I will guess that I simply never noticed the interior monitor in cars that I have seen.
According to the ad, it was available in 1967 full-size Chevrolets and Chevelles, and I know it was expanded to Camaros for 1968. The option also was standard on the redesigned 1968 Corvette, though it was a set of monitor lights on the console.
I dove into old newspaper ads online and discovered this option was introduced in the middle of the model year. The first mention I found was a press release blurb in the January 26, 1967, edition of the Oakland (CA) Tribune.
Next, I grabbed my trusty Chevrolet SS Muscle Car Red Book, but the option was not listed for 1967 full-size or Chevelle models. However, ChevelleStuff.net shows 113 Chevelles were built with option code U46, which was introduced in February 1967. For full-size Chevrolets, the GM Heritage Center has provided a number of 1,107.
None of this addresses why cars sold in California could not be ordered with U46. Knowing that each state handles its affairs differently, it would not be unusual for something to be illegal in a particular state (the State of Pennsylvania had issues with the 1970 Plymouth Road Runner Superbird, for example). However, I did find this on the Internet:
CVC Section 25108(b–c) sets clear limits on external indicators used for monitoring functionality. Specifically:
Exterior pilot indicators (like those used to show whether a lamp is functioning) must not exceed 0.20 square inches in lens area.
Light intensity must be no more than 0.10 candlepower.
Red lenses may not be visible from the front of the vehicle.
I do not know if this is particularly true for the light monitoring system in California, but I would be willing to bet the option ran afoul of state regulators.
If you know something about this, we would be appreciative if you chimed in!
It certainly isn’t the layout, given that the current Corvette has its engine behind the passenger compartment. Yes, the ZR1X is powered by a V8 like most C1s, but it’s an LT7 5.5-liter DOHC V8 with a flat-plane crankshaft and twin turbos. Let’s not forget that the LT7 is assisted by the front axle’s electric motor and paired with an eight-speed dual-clutch automatic, both of which enable the ZR1X to absolutely scorch its way to 60 mph in under two seconds and top out at 233 mph.
So what exactly is it that connects the ZR1X Quail Silver Limited Edition to the first-gen Vette? Its color. According to Chevrolet, its Blade Silver Matte finish was inspired by the Inca Silver available on 1957-1959 Corvettes. Accents include Carbon Flash mirror caps, orange calipers for the carbon ceramic brakes, and black exhaust tips.
As a 2026 model, the ZR1X Quail Silver Limited Edition benefits from the comprehensive interior updates Chevrolet rolled into all Corvettes. Although the ZR1X Quail Silver comes in an exclusive color and finish, its cockpit is dressed in a combination of Sky Cool and Medium Ash Gray along with Habanero orange accents, a color scheme available on less potent 2026 Vettes. A “Limited Edition” plaque between the seats identifies each car by its build number.
Prices for the 2026 Chevrolet Corvette ZR1X start at $207,395* for the 1LZ coupe; the MSRP jumps up to $217,395* for the 1LZ convertible. The price of entry into a 3LZ coupe is $218,395*; opting for the drop-top model again will cost an additional $10,000 (with all prices including a $1,995 Destination Freight Charge). The Quail Silver Limited Edition package is available only on the ZR1X 3LZ convertible and increases its MSRP to $241,395 (before delivery fees). Adding on the ZTK Performance Package will bump that number even higher, though it adds a firmer chassis, higher spring rates, the ZR1X Carbon Fiber Aero Package, and Michelin Pilot Cup 2 R tires.
As part of Monterey Car Week, Chevrolet will have the 2026 Corvette ZR1X Quail Silver Limited Edition on display at “The Quail, A Motorsports Gathering” in Carmel, California, on August 15th. If you happen to score a build slot for one, expect for it to come off the production line next year. If a “regular” ZR1X (the grossest of gross understatements) is fine with you, you won’t have to wait as long because that will be available by the end of 2025.
The highest-grossing film of 1978 was “Grease,” a musical starring John Travolta. It brought in $366.2 million worldwide and ended up having a wildly successful soundtrack, with over 30 million copies sold. One of the main characters in the film was a 1948 Ford . . . except it didn’t look much like a 1948 Ford at all, having been heavily modified with a plexiglass hood, chopped front fenders, and massive tailfins. Today, the actual movie car resides at the Volo Museum in Illinois.
If you’re a Ford fan who’s more into original-equipment classics, then you will enjoy our AutoHunter Spotlight that shows what the movie car might have started out looking like. This 1948 Ford Super Deluxe Convertible is being sold by a private seller in Deltona, Florida, with the auction ending Friday, August 15, 2025, at 11:15 a.m. (PDT).
Parrot Green (known as “M14226” in Ford’s color palette for the year) is a muted tone that works well with the coupe’s body lines. Exterior features include chrome brightwork, spotlight, split windshield, power-retractable white soft top, and wide-whitewall tires wrapped around body-colored steel wheels. Note the aftermarket driving lights.
By the time model year 1948 rolled around, Ford was getting ready to retire its design language that had been around since 1941. Because the brand’s focus was centered on getting buyers excited about the incoming, redesigned 1949 models, the 1948 production calendar was shorter than usual. Only 12,033 convertibles were built before the plants switched over. The Super Deluxe units rolled off the line with a luxurious interior for the time, offering features like a dash clock, radio, and armrests.
Power for this car comes from a two-barrel 239ci “Flathead” V8 mated to a three-speed manual transmission—a powertrain that was factory-rated at 100 horsepower. Later in life, this Ford was upgraded with a 12-volt electrical system, electric fuel pump, and power-assisted front disc brakes. The odometer shows 80,308 miles, but the title reads mileage-exempt.
The Super Deluxe is a practical ride with classic charm, making it a popular choice among collectors. If originality isn’t your thing, perhaps you have some customization ideas for a “Greased Lightning”-style hot rod tribute of your own? If so, you could start with a Super Deluxe as your blank canvas.
Is imitation the sincerest form of flattery? Toyota could have been accused of that when it introduced the MR2 in 1984 as a response to the Pontiac Fiero 2M4. While the Fiero was eventually discontinued, Toyota evolved the MR2 into a baby thoroughbred sports car of sorts. In its third incarnation, the MR2 returned to its roots. Our Pick of the Day is a third-generation example of this lightweight mid-engined car. This 2002 Toyota MR2 Spyder is listed for sale on ClassicCars.com by a dealership in Allentown, Pennsylvania.
Though it may appear that Toyota was inspired by the Fiero, this was not quite the case as the MR2 hit the streets about 10 months after the Fiero. Much to the chagrin of Poncho fans, the original 1985 MR2 (code-named W10) was a better Fiero than what Pontiac developed. Of course, Pontiac sorted it out and then killed it—typical for the corporation at the time (and arguably true even today). The W10 was produced through 1989, a year after the Pontiac was unceremoniously killed.
After the Fiero was put to rest, Toyota introduced a second-generation MR2 for 1990. Appearing as a more evolved mid-engine sports car, the new “W20” MR2 featured slick styling for the time, almost like a smaller, mid-engine Ford Probe (feel free to rage in the Comments section below). Horsepower was 130 with the 2.0-liter inline-four, with a hot turbo version adding 70 more horsepower. The W20 was produced through 1999.
For the 2000 model year, Toyota brought the MR2 back to its tidy two-seater roots, though as a convertible. Called “Spyder,” the “W30” MR2 eschewed hidden headlamps for a more Austin-Healey Sprite-esque look. Throughout its six-year lifecycle (for North America; two more years elsewhere), the MR2 Spyder was powered by a 138-horsepower DOHC 1.8-liter inline-four, which could be paired with a five-speed manual or automated manual. Later, a six-speed automated manual became available, as did a six-speed manual for the European market. Unfortunately, after it built 27,941 MR2 Spyders for the North American market, Toyota decided to throw in the towel two years later.
This Solar Yellow 2002 Toyota MR2 Spyder has an impressively low 12,300 miles. It also features the five-speed manual transmission, so you can cry a sigh of relief. “The car feels tight, responsive, and nearly as fresh as the day it left the factory,” says the seller. “The sleek black top is in excellent condition … and it still includes the highly sought-after carbon-fiber dash.”
The original window sticker, manuals, and accompanying books go with the sale. Considering you won’t find many affordable mid-engine cars today (the C8 Corvette is the cheapest and the only attainable example), why not go for this reasonably priced ($21,500) “Mister Two”?
With 16-cylinder engines and price tags in the millions of dollars, it seems as if every Bugatti is a totally unique creation, but that’s not entirely true. If you go to the French automaker’s media site, look under its Hypercars section and you’ll find a section marked Few-Off; those include 40 units of the Divo and 10 specimens of the Centodieci. And then there’s the Brouillard, a product of the company’s new Programme Solitaire bespoke division that’s a 1-of-1 build.
The person who commissioned the Brouillard collects Carlo Bugatti furniture, Rembrandt Bugatti bronze sculptures and, of course, Ettore Bugatti cars. Ettore loved horses, particularly Brouillard, “a majestic thoroughbred with a coat as white as the first snowfall, speckled with the subtle shades of a summer morning mist” and “the embodiment of everything Ettore admired: speed, beauty, and unparalleled grace.” Brouillard not only inspired the name of this one-off, but his curves and musculature also influenced its sculpted design and proportions.
Visually, the Brouillard is divided into two parts: the upper two-thirds are finished in light green, making the silhouette appear lower and longer, while the bottom third is darker, blending in with the Brouillard’s shadow.
A center spine (a design element seen on other Bugattis, including the Type 57 SC Atlantic) runs over the front of the car, across the glass roof, and down the middle of the cover for the 1,578-horsepower W16, ending just ahead of the fixed ducktail rear wing.
The cockpit is furnished with a mixture of light green leather, custom-woven fabric in a tartan pattern, green-tinted carbon fiber, and machined aluminum, as well as clear references to Ettore’s favorite steed.
The seats (custom-made to the client’s preferences) and door panels feature embroidered horse accents. A miniature hand-crafted bust of Ettore Bugatti’s prized horse is encased in glass at the front of the machined aluminum shifter for the seven-speed dual-clutch automatic.
For now, the Brouillard is Programme Solitaire’s only completed build, but there will be others coming at a rate of only two a year; all will be based on existing Bugatti chassis and powertrains. You can see the Bugatti Brouillard in all its equine glory at its world debut during Monterey Car Week, which runs August 8-17.
News on the Dodge Charger has its ups and downs these days—usually the latter. For those of you disappointed at the loss of the Hemi V8 and the advent of the EV-powered Charger Daytona, this is an ICE story for you.
Car and Driver brings to our attention what’s in store for 2026, which means Dodge just dropped a press release. As the EV-powered Charger Daytona has been the only game in town since the Charger’s redesign, we will finally get to see the twin-turbo 3.0-liter Hurricane inline-six trickle down to dealerships before the end of the year. Is it a substitute for the Hemi? No, but “true” performance fans have finally been given some hope.
Image courtesy of Stellantis
The Charger Sixpack will be available as a coupe or sedan, both featuring the Charger’s good looks that seem to get better with each iteration. So why don’t we see more of these on the roads? (Well, duh!) The Sixpack may finally receive the esteem needed for the Charger to show up on Main Street, USA.
Image courtesy of Stellantis
The entry-level version will be the Charger Sixpack R/T, which sounds strange considering R/T used to be a step-up performance model. Powering the Sixpack R/T will be a 420-horsepower version of the Hurricane engine; a 550-horse version will power the Charger Sixpack Scat Pack, which is expected to pull 12.2-second ETs. Both version feature an eight-speed automatic and AWD, with the front axle capable of disconnecting automatically to improve fuel economy for the latter—shades of 1930s free-wheeling! Additionally, Sixpack Scat Pack models will also feature Line Lock standard, sending 100 percent of torque to the rear wheels while you annoy your neighbors.
Note the Sixpack hoodCharger Daytona EV in background
Look closely at the hood and you may notice the Sixpack lacks the “R-Wing” pass-through, which is a feature of the Daytona. Additionally, the hood features a bulge that not only looks great, but is also designed to accommodate the twin-turbo engine.
Note the Sixpack’s rear valence compared to the Daytona’s, especially the exhaust
If there’s a cost to this, it’s the 4800-pound weight, which would make an Imperial break out in a sweat. What’s the weight penalty on the front wheels? Fifty-five percent. If you thought the mention of cost was going to lead to the price, then here ya go: The Charger Sixpack R/T coupe will start at $51,990, while the Sixpack Scat Pack will require five grand more. Prefer the practicality of the sedan? Add another $2,000 and patience, as the sedan won’t appear until the new year.
The Charger Sixpack Scat Pack will be the first out of the gate, appearing late in 2025, while the Sixpack R/T will follow after the start of 2026. Considering the Charger’s architecture is already primed for ICE, could a Hemi V8 be far behind? With the return of Tim Kuniskis, we can only look forward to 2027 to see what Dodge may bring us.
