Ever hear of the Griffith? It was a TVR that received a Ford small-block transplant and performed like a Shelby Cobra. The Long Island-based operation handled the conversion of British-built TVR Granturas from 1964-67 until a dock strike crippled importation and, hence, the business. Yet so remarkable was the endeavor that TVR called a subsequent, Rover V8-powered model “Griffith.”
Image courtesy of Supercar Weekend
Today, we can mark the moment where both the manufacturer and the model will be making another stab at returning to the market, as Car and Driver reports that an infusion of cash from Charge Holdings is the impetus needed to bring the V8-powered TVR Griffith to production. Though the company (in one of several iterations) has not built a car since 2006, it most certainly had tried—in 2017, the TVR Griffith was unveiled at the Goodwood Revival, powered by a Ford Cosworth 5.0-liter V8.
Image courtesy of TVR
If 2017 seems like a long time ago, you wouldn’t be alone. Past . . . well, current plans call for a 500-horsepower Ford V8, though it’s worth noting that Charge Holdings used to own Charge Cars, a company that turned 1967 Mustangs into EV restomods (with blessing from Ford, no less).
Image courtesy of Supercar Weekend
If TVR can get itself off the ground, can we see an EV in TVR’s future? That seems to be the trend for future-thinking boutique manufacturers. However, oweHHhthis is not TVR’s first rodeo, so we expect the basics to fall into place first. For now, let’s celebrate the fact that a V8-based sports car may be what this world really needs.
It’s no mystery that SUVs are popular these days—just count how many you pass on the way out of your neighborhood. But over the past several years, a shift has taken place in that segment of the market, one influenced by American buyers’ love of adventure and off-roading. Not only has this benefited dedicated body-on-frame vehicles, but it has also left its mark on vehicles that were once strictly soft-roaders designed for gravel trails and the occasional patch of slippery terrain. That’s why you see Hyundai SUVs that look like Land Rovers and more “mall crawlers” with low-level off-road tech. And it explains the existence of the 2026 Honda Passport TrailSport Elite we recently tested.
A LONG PATH
You may remember the first two generations of the Honda Passport from the 1990s and early 2000s, when it was essentially a badge-engineered Isuzu Rodeo. After a long hiatus, Honda introduced a second-generation Passport for the 2019 model year. Three years later, Honda went into uncharted territory with the first-ever Passport TrailSport, which was “created for active buyers who thrive on adventure.” It came equipped with torque-vectoring i-VTM4 all-wheel drive and 8.1 inches of ground clearance but, otherwise, the TrailSport treatment was largely cosmetic. Fortunately, it was just the start of the path Honda was heading down. The automaker promised that “the off-road capability of the Passport TrailSport will increase further with possible future upgrades such as more aggressive tires and off-road tuned suspension.”
PASSPORT RENEWAL
That brings us to the 2026 Passport, which is all-new from the tires up to the stronger roof rails. It’s based on a significantly stiffer new chassis with a 2.7-inch longer wheelbase, and 1.3-inch wider (front) and 1.5-inch wider (rear) tracks. Everything around it is new as well, including the front suspension, multilink rear suspension, and larger disc brakes. The second-generation torque-vectoring i-VTM4 system’s rear drive unit has a 40 percent higher torque capacity and responds 30 percent faster. The boxy body covers a quieter, roomier cabin equipped with standard fatigue-reducing Body Stabilizing Seats in the first row, a 10.2-inch digital instrument cluster, 12.3-inch infotainment touchscreen with wireless Android Auto and Apple CarPlay, and wireless charging pad. Better camera and radar coverage, and new features (such as Traffic Jam Assist and a Traffic Sign Recognition System), join the Honda Sensing suite of safety and driver assistance technologies.
The all-new DOHC 3.5-liter V6 with higher-pressure direct fuel injection and Variable Cylinder Management generates 285 horsepower and 262 lb.-ft. of torque, making it the most powerful V6 Honda has ever offered in the U.S. Honda pairs that with the Passport’s first-ever 10-speed automatic.
There are three basic tiers to the Passport’s trim levels: RTL, TrailSport, and TrailSport Elite, but there are variations of each of those, including the RTL Towing and Blackout versions of all three. Prices start at $44,750*. Our TrailSport Elite had an MSRP of $52,450, which included the $455 TrailSport-exclusive Sunset Orange paint; total as-tested price was $54,355.
MORE THAN BADGES AND TRIM
Given that the 2026 Passport is based on unibody architecture and doesn’t have low-range four-wheel drive or a locking differential, it’s easy to assume that it’s a poser with its blockish bodywork, chunky rocker panel trim, and beefy tires. True, the Passport is no Jeep Wrangler, but it’s not supposed to be. Plus, there’s function to its form—and strategy behind it. Much of that strategy was focused on protecting the TrailSport from Mother Nature. Steel skid plates guard the oil pan, transmission, and gas tank. To keep the TrailSport from scraping its chin, Honda shortened the front overhang and increased the approach angle to 23 degrees. The breakover and departure angles are down slightly from the 2025 model’s figures (to 16.7 and 23.1 degrees, respectively), but engineers tucked the exhaust tips behind the rear bumper so they don’t get crunched on rocks. Honda even went as far as equipping the attractive two-tone wheels with sunken valve stems to prevent them from getting mangled and leaking air.
Protection is important, but so is progress. The TrailSport’s all-terrain rubber (275/60 General Grabbers) was a no-brainer. Reduced stabilizer bar rates boost the suspension’s articulation while the tuned dampers with lower compression and higher rebound damping strike a balance between pavement and trail performance. All Passports have i-VTM4 all-wheel drive, but only the TrailSport models have integrated “trail torque logic” for the rear end. In certain conditions, such as when one tire has grip and the other is in the air, the feature sends up to 75 percent of available power to the tire with the most traction and the remainder to the other tire so that full power can be applied immediately once both of them hook up with solid ground. If the going gets a little too rough, there are recovery points at the front—including one integrated into the engine/transmission skid plate—and rear.
INNER PEACE
The TrailSport’s cabin shows a similar level of focus. Trail, Sand, and Tow modes bring the total number of available drive modes to seven. Keeping an eye on the TrailSport Elite’s extremities is easier thanks to its standard TrailWatch camera system, which provides wide shots of the front and rear ends, a birds-eye perspective, and side views. Off-road gauges in the instrument cluster show the TrailSport’s elevation, and pitch and roll angles.
Luckily, that dedication didn’t come at the expense of comfort or convenience. The TrailSport Elite offered plenty to like in both rows of its Brown perforated leather seats. The design of the door panel trim looked straight out of a high-end furniture store. All the major controls were laid out well and easy to reach. The metallic knobs for the automatic climate control system looked as nice as they felt.
Accommodations in the second row were surprisingly generous. Headroom and legroom were plentiful. It was almost impossible not to dial in the perfect temperature because there were manual side sunshades, a dedicated climate zone, and heated outboard seats. Lowering the back row increased the TrailSport’s cargo capacity from 44 to 83.2 cubic feet—more than enough to carry a 51 x 17.5 x 29-inch chest of drawers to a Goodwill donation center.
LAID BACK
On the road, the TrailSport’s lack of body-on-frame construction and solid axles was its greatest advantage. Even with all-terrain tires and an off-road suspension, the TrailSport had a comfortable, floaty ride. The steering was similarly relaxed, going from feeling like it was in molasses to firm and heavy the more I turned the wheel. It was so easy to modulate the brakes that it was hard to discern the bite point in the pedal’s swing of travel.
The Passport’s V6 is based on a new block, topped with new cylinder heads, and filled with a new crankshaft and pistons. Despite those changes and its milestone output levels, the engine reminded me of the old V6 in the 2025 Ridgeline TrailSport we reviewed earlier this year. It never felt underpowered, but it didn’t feel all that enthusiastic, either—it was a bit sleepy. Fortunately, the 10-speed auto was relatively quick about jumping down a gear or two to wake it up, especially in its sport setting. Another plus was that the new engine lived up to its fuel economy ratings. Officially, it’s capable of returning 18 mpg in the city, 23 on the highway, and 20 combined—my colleague Luke Lamendola and I averaged 22.8 mpg over the course of 434.9 miles.
To learn even more about the 2026 Honda Passport TrailSport, check out Luke’s full video review below.
This video is sponsored by Legendary Car Protection. Car ownership today comes with high expectations and high risks. A well-designed Vehicle Service Contract not only protects your finances, but also ensures your vehicle receives the care it deserves – no matter how iconic, rare, or routine it may be. To explore tailored protection options for your specific vehicle, visit LegendaryCarProtection.com.
Are you going to see “Wicked: For Good” once it comes to theaters on November 21? There’s a good chance the answer to that is “Yes!” If you’re not a fan of the original hit play, the 2024 movie, or any of the songs associated with the franchise, then your spouse or significant other probably is—and will drag you to the sequel with them. Lexus will be at the Lincoln Center for the Performing Arts in New York City for the green carpet premiere of the highly anticipated second (and final) installment in the Wicked film series with the Wicked: For Good Karaoke LX.
The 2024 film “Wicked,” a prequel to 1939’s “The Wizard of Oz,” told the story of how Elphaba, a young lady with off-putting emerald green skin (played by Cynthia Erivo), and the popular Galinda (later, Glinda, played by Ariana Grande), met at Shiz University in the Land of Oz. Originally enemies, they eventually become great friends. Elphaba makes a horrible discovery during an encounter with The Wizard of Oz (Jeff Goldblum) and Shiz’s Dean of Sorcery Studies, Madame Morrible (Michelle Yeoh), which causes her to flee Oz alone. Through Morrible’s use of propaganda, Elphaba is labeled the “Wicked Witch of the West.” The upcoming sequel is about Elphaba’s quest to show Oz the horrible truth about The Wizard, and Glinda’s efforts to “to serve as an effervescent comfort to Oz, reassuring the masses that all is well under the rule of The Wizard,” according to the movie’s official website. After a girl from Kansas comes crashing into Oz (care to guess her name?), an angry mob rises up against the Wicked Witch of the West, forcing Elphaba and Glinda to make important decisions for each other, themselves, and Oz.
Elphaba’s and Glinda’s respective personalities are clearly represented in the Karaoke’s LX’s two-tone color scheme of emerald green and pink. Both sides of the off-roader feature gold accents, which include the grille, symbols on the wrap, mirror caps, window trim, and door handles, as well as gold wheels.
Just like the exterior, the cabin is divided into green and pink halves—colors that were not only used for the mood lighting but also the upholstery, too. In the second row, right next to the screens that show “Wicked,” are two microphones (one green, the other pink, of course) that will allow premiere attendees to belt out their favorite songs from the movie.
If that goes anything like the film, some of those tunes will be sung as duets and some will be performed as duels.
Corvette enthusiasts have reason to celebrate. The Classic Corvette Dream Giveaway grand prize is nothing short of extraordinary. One fortunate entrant will take home a fully restored, big-block 1966 Corvette Sting Ray convertible—an automobile that represents the pinnacle of midyear Corvette collecting.
With just 19,607 original miles, this Corvette is one of the lowest-mileage examples known to exist. Its authenticity and restoration quality are confirmed by three separate NCRS Top Flight Awards, placing it firmly in the category of elite collector-grade automobiles.
This 1966 Sting Ray commands attention the moment it comes into view. Finished in Silver Pearl and restored to an exceptional standard, it is powered by a 427ci big-block V-8 rated at 425 horsepower. A Muncie 4-speed manual transmission and Positraction rear axle complete a driveline that defined American performance in the 1960s.
Key features include:
Side-exit exhaust delivering unmistakable big-block character
Auxiliary hardtop for an authentic period appearance
A restoration of such quality that it earned three NCRS Top Flight honors
Exceptional originality that collectors value above all else
Picture the scene: a warm evening, the convertible top folded neatly away, the 427 rumbling smoothly as you ease into the local cruise-in. Conversations stop. People turn. Cameras appear. The unmistakable silhouette of a midyear Sting Ray makes an entrance that few cars—regardless of age—can match.
For most collectors, moments like these remain a dream. Through this giveaway, they become a tangible possibility.
The grand-prize package also includes a made-in-the-USA Wildfire Lifts automotive lift. Built to exceed industry standards for strength, durability, and ease of use, it brings professional-grade capability to a home garage or private shop—an ideal companion for a classic like the ’66 Corvette.
To make the prize even more remarkable, the winner will also receive $24,000 to help cover federal prize taxes. It’s an opportunity designed for maximum enjoyment and minimal worry.
Enter Before This Classic Finds a New Home
Fully restored, ultra-low-mileage 1966 Corvette Sting Ray convertibles with triple NCRS Top Flight recognition rarely come to market. When they do, they command attention from collectors worldwide. In this case, one will go home with the person holding the lucky entry.
Anyone hoping to claim this iconic Corvette—and to support meaningful charitable causes in the process—should enter before this opportunity passes.
Right now on AutoHunter you can find this frame-off restored 1965 Chevrolet C10 Fleetside, which is powered by a new BluePrint Engines 383ci V8 mated to a TH350 three-speed automatic transmission. Features include power steering, power front disc brakes, new front-end suspension, and rear coilovers. Finished in light blue and white over a navy blue and gray vinyl interior, this custom C/K-series truck is now offered by the selling dealer in Missouri with a clear title.
During the restoration process, the truck was refinished in a combination of light blue for the body and bed, and white for the roof of the cab. Chrome bumpers, dual side mirrors, bright trim with white inserts, and white tailgate lettering add a mix of flourish and function. The floor of the bed is lined with varnished dark wood planks and stainless steel strips.
A set of 20-inch US Mags wheels with 245/45 (front) and 275/45 (rear) Road One Cavalry UHP radial tires give this classic Chevy a custom look.
Just like the exterior, the cabin was overhauled. Currently it has a bench seat covered in navy blue and gray vinyl with white piping, plus gray carpeting. There are plenty of conveniences as well, such as a tilt steering column, power steering, retro-look aftermarket AM/FM stereo with Bluetooth, and custom console with cup holders and built-in speakers.
There are also plenty of gauges, so you’ll know what’s going on under the hood. Instrumentation consists of a 100-mph speedometer plus gauges for the temperature, battery, oil pressure, and fuel level. Aftermarket readouts show the oil pressure, temperature, and voltage, too. The odometer indicates 18,257 miles.
According to the selling dealer, only 300 miles have been put on the new 383ci V8 crate engine from BluePrint Engines, which is covered by a 50,000-mile warranty. It comes equipped with chrome valve covers, a four-barrel carburetor, long-tube headers, and an aluminum radiator. A TH350 three-speed automatic with a sprag and shift kit delivers the engine’s power to the 10-bolt Positraction rear end.
Several upgrades were added during the restoration process are more difficult to see. The front suspension was completely rebuilt, and the rear suspension was updated to coilovers. The original front brakes were swapped out for power discs. To let out more of the 383’s sound, the builder of this truck installed a dual exhaust system with electric cutouts and outlets ahead of the rear wheels.
This 1965 Chevrolet C10 Fleetside is an attractive mix of old-school style and modern features. If you want to make it yours, place the winning bid before the auction ends on Tuesday, November 25, 2025, at 11:30 a.m. (MST).
In 1966, Ford Motor Company and the rest of General Motors had a dedicated performance model to compete with the Pontiac GTO. However, over at Highland Park, Dodge did not have a similar offering. If you were a Mopar fan and wanted to run with the pack, what would you choose? Our Pick of the Day answers that question. This 1966 Dodge Coronet 500 two-door hardtop is listed for sale on ClassicCars.com by a dealership in Marshall, Virginia.
It’s difficult to discuss the muscle car era without mentioning the 1964 Pontiac GTO, which is the godfather of it all. Oldsmobile responded quickly with the 4-4-2, though it was a 330ci performance car that simply was not in the same league as the Poncho. For 1965, Oldsmobile developed a 345-horsepower 400 for the 4-4-2, giving the GTO a more proper competitor. The same year, Buick introduced the Gran Sport for the Skylark, which included a 325-horsepower 401 “Nailhead.” And, lastly, Chevrolet also introduced the mid-year Z16 Chevelle SS, which included a unique L37 396. However, it was a limited-production vehicle developed to showcase the all-new 396, with Chevrolet not introducing a regular-production Chevelle SS 396 until 1966.
Over in Dearborn, Ford introduced the flashy Fairlane GT, which included a 335-horsepower 390 and the option of a console-mounted automatic that could be shifted manually while maintaining a particular gear. Over at Mercury, there were two Cyclone models, but only the Cyclone GT carried the suds with the hot 390, plus it was chosen to pace the Indianapolis 500 in 1966.
The Chrysler Corporation did not quite understand the performance market as it was, instead doing things the old way: offer a regular model with the option of a big engine. For Mopar enthusiasts who leaned towards Dodge, there was the Charger or Coronet. The latter was available in several trim levels, from the fleet-friendly base Coronet, Coronet Deluxe, and Coronet 440 to the fancy Coronet 500, giving performance fans a choice that was contrary to the GTO and most of its competitors, which were upscale models with the most deluxe trimmings. With respect to Dodge, the Coronet 500 played that role, as the two-door hardtop and convertible were offered with standard bucket seats and a console. Outside, four distinctive diecast louvers decorated the rear fenders, simulating air intakes, and there was a host of chrome around the wheel wells and elsewhere.
The first engine that helped the Coronet compete with the GTO was the 383 four-barrel. In 1966, it was rated at 325 horsepower, which was 10 horsepower less than the GTO’s standard 389 four-barrel. A four-speed or TorqueFlite automatic was the only choice. If an enthusiast wanted more suds, (s)he’d have to make a big jump to the 426 Hemi, which made its debut as a street engine for 1966. Though Dodge offered an in-between engine, the 440, it was only available on the full-size C-body platform.
Chrysler finally followed the proper formula for 1967 with the introduction of the Dodge Coronet R/T (and its cousin, the Plymouth GTX). Chrysler wised up and included a standard 440 as well. And the lowly 383? For 1968, it received some upgrades that added five horsepower in 1968, but a special mid-year model called the Super Bee added another five to that . . . but that’s another story for another day.
This Medium Blue metallic 1966 Dodge Coronet 500 two-door hardtop appears to be one of those GTO competitors, even though it looks quite nondescript in comparison. Peek inside and you’ll find a console-shifted four-speed tied to the 383 four-barrel. Not much info is given in the ad, but I spy a blue interior, remote driver-side mirror, AM radio with rear-seat speaker, tinted windshield, inside mirror, front and rear retractable seatbelts, undercoating, and later Magnum 500 wheels. The pics show this car has been treated right; while I don’t know enough to say it looks correct under the hood, it certainly does look proper.
If you need a nudge, it’s worth pointing out that this Dodge remained in the hands of the original owner through 2018. It certainly is the perfect antidote for GTO fever. Say…maybe that’s where the Dodge Fever marketing campaign came from back in the day. For $69,500, you can catch it.
In a few days, I’ll be flying to Chicago to attend the Muscle Car and Corvette Nationals. There really isn’t a better muscle car show on the planet (honestly, MCACN and PSMCDR are all you need for your fix). I’ll have plenty of coverage in the ensuing weeks, but for now, here’s a small preview of what you can expect.
If you’re a Mopar fan, you’re not going to be let down. To be honest, Mopar fans are always treated well at MCACN. For 2025, there are several Mopar-specific displays that include:
Mopar 426 Hemi B-Body Convertible Invitational, which will feature a 1970 Plymouth Road Runner convertible, among others from 1966-70.
Factory Drag Cars—Dodge and Plymouth A990 Hemi Super Stockers, 12 of which (from 1965) will be present.
Mopar Spring Fever Invitational, which features 1970 Plymouth and Dodge models painted in two mid-year colors: Sassy Grass Green/Green Go and Moulin Rouge/Panther Pink. Believe it or not, there’s a special-ordered Fury III painted the latter color!
Mopar Muscle presented by The Wellborn Muscle Car Museum will be another fantastic display by the long-time Mopar aficionado, plus a 401 four-speed 1973 AMC Javelin.
Always among the most popular displays (and, quite possibly, THE one!), Barn Finds & Hidden Gems highlights the cars that have been left for dead. Whether it’s for the thrill of the chase, something that someone has stumbled upon, or another circumstance, these cars have been dragged from the fields, garages, warehouses, carports, and anywhere else you can imagine. Now they’re being dragged to Chicago before they get a second life. Organized by “The Automotive Archaeologist,” Ryan Brutt, the display will feature these cars and more:
1970 Plymouth Sport Fury 440 Six Barrel
Monaco Orange 1970 Chevrolet Chevelle SS 454 LS6
1969 Pontiac GTO Judge
The MCACN show will be held at the Donald E. Stephens Convention Center in Rosemont, Illinois, November 22-23, 2025. Visit the MCACN website for more information.
During Monterey Car Week 2025, we caught up with one of the most inspiring modern hypercars so far: the McLaren Speedtail. The fourth of the McLaren Ultimate Series, only 106 Speedtails were built in 2020, and then it was discontinued, to be replaced by another model not yet determined. Painted by MSO in Fresno Valentina Violet, trimmed in Vintage Tan leather, and loaded with options including a $112K carbon-fiber roof scoop, this example showed only 71 miles on the odometer. When the bidding stopped, it hammered for $2.2 million. In this video, CCN Media walks you around the car, inside and out, showing what makes the Speedtail one of the most extreme road cars ever built.
This video is sponsored by our friends at Borro. For the trusted source in liquidity when you need it most, call Borro today at (720) 458-6788 or learn more at borro.com.
The Bentley Continental GT has been around for more than 20 years, offering wealthy buyers the power to quickly cross great distances and the opulence and comfort expected from a British grand tourer. But in that time, there’s never been a Continental GT quite like the 2026 Bentley Supersports.
You may recognize the name. Bentley doesn’t use the Supersports moniker a lot, but when it does, it’s on a high-performance model. Think of it as the Bentley equivalent of Ferrari adding the “GTO” suffix to one of its cars. The first Bentley Supersports was actually the 1925 Super Sports, which was based on the 3 Litre and equipped with a more powerful engine and a shorter and lighter chassis that helped it go over 100 mph – a first for Bentley. The name was streamlined to Supersports for a 204-mph, two-seat version of the 2009 Continental GT. In 2017, Bentley released a new Supersports with a 700-horsepower 6.0-liter twin-turbo W12.
The latest Supersports is based on the fourth-generation Continental GT, but packs some major differences designed to make it lighter, purer, and more engaging. According to the automaker, it’s “nearly half a tonne lighter than the Continental GT, and will weigh less than 2000 kg.” In other words, it weighs 0.55 tons less than its milder sibling and will tip the scales with a number below 4,409 pounds.
What did Bentley cut to shave that kind of bulk? For starters, it deleted the hybrid system found on the regular Continental GT, leaving the twin-turbo 4.0-liter V8 the sole source of the Supersports’ 656 horsepower and 590 lb-ft of torque. That’s connected to an eight-speed dual-clutch auto with upgraded clutches and new shift mapping for more responsive gear changes. While it was adding a lightweight titanium Akrapovič exhaust, Bentley pulled out the front differential and associated hardware, which makes the Supersports the first-ever Continental GT with rear-wheel drive.
Flat out, the Supersports can reach 62 mph in 3.7 seconds and a top speed of 192 mph. A rear electronic limited-slip differential works with rear-wheel steering and torque vectoring to make it more nimble in curves.
Bentley even put the interior on a diet. “Monotone, duo-tone and tri-tone interiors are available, with extensive use of leather, Dinamica and carbon fibre for a performance-focused space,” but none of them have rear seats. Bentley tossed those out and filled the space with carbon fiber and leather.
To make the most of the Supersports’ weight loss, Bentley recalibrated the settings for the steering, suspension, traction management, and Electronic Stability Control, which can be fully on, put in a less restrictive Dynamic Mode, or turned completely off. The Drive Dynamics Controller has three new modes:
Touring – Like the Continental GT Speed’s Sport mode, but with a higher ride height, softer damping, and a more subdued exhaust note.
Bentley – An aggressive version of Touring mode that includes more pronounced gearshifts, throttle response, chassis settings, and exhaust sound.
Sport – Maximum chassis and powertrain performance for all-out driver engagement.
There’s more carbon fiber outside, where Bentley used the lightweight material for the lower front bumper/splitter combo, stacked front dive planes, front fender blades, roof, side skirts, diffuser, and fixed rear spoiler. Bentley co-developed the new 22-inch wheels with Manthey Racing, a name familiar to Porsche enthusiasts. Two tire options are available: Pirelli P Zero and P Zero Trofeo RS, the latter of which helps the Supersports corner approximately 30 percent faster than a Continental GT Speed and pull up to 1.3g of lateral force. Behind those big wheels is what Bentley calls “the largest automotive braking system in the world”: 17.3-inch (440-mm) Carbon-Silicon-Carbide front discs with 10-piston calipers, and 16.1-inch (410-mm) rear discs with four-piston calipers.
According to Bentley, “The launch of the new Supersports will be celebrated with the most dynamic and exciting film in Bentley’s history, which will be revealed with a premiere in Dubai in January.” Dealers will start taking orders for the 500-unit run in March, but production won’t start until Q4 2026; deliveries will begin rolling out in early 2027. We expect many of those will be mothballed in climate-controlled garages for posterity (and the preservation of value), but who knows? Maybe one will pop up at the Arizona Concours d’Elegance or Monterey Car Week.
Frank Zappa once told us, “Brown shoes don’t make it,” based on a presidential fashion faux pas (and, of course, used to criticize American society). As a color on a car, brown is not high on the list of most people’s favorite hue, but it does have its place, especially for folks demanding a luxurious look.
Below we have four brown cars. All are listed for sale on AutoHunter or ClassicCars.com. Can you tell us what they are? Submit your answers in the Comments section below. You can click on an image to score a hint, if needed.
