Journal Classic Cars

“It looked good on paper” is a phrase you hear when the reality of an idea doesn’t live up to its potential. This past August, Toyota announced that it would offer its Texas-themed 1794 Edition trim for the Sequoia, which was great news because it adds bright exterior accents, real wood trim, and several comfort and convenience features. It also was exciting to learn The ClassicCars.com Journal would have the opportunity to test an $85,630 2025 Sequoia 1794 Edition with the TRD Off-Road Package, a seemingly natural pairing of Lone Star State luxe with rugged hardware. So how was it? It looked good on paper; in the real world, the Sequoia 1794 hybrid did a lot of things right, but it was also disappointing in several other ways.

IDENTITY CRISIS

The 1794 Edition trim level first appeared on the second-generation Tundra full-size pickup and referred to the founding year of a particular ranch, the land for which went on to become the site of the Toyota Motor Manufacturing Texas plant. That history brings to mind pastures full of horses and longhorns, barbed wire between fence posts, blue jeans, and dirty boots—and the colors associated with them. But our Sequoia 1794 test vehicle arrived in a greenish-gray color Toyota calls Lunar Rock (perhaps the folks at Toyota are big fans of the 2011 movie “Cowboys & Aliens”). On paper, the TRD Off-Road Package was a very Texas thing to add. In addition to Multi-Terrain Select, Multi-Terrain Monitor, Crawl Control, and Downhill Assist Control, it includes skid plates, off-road suspension with Bilstein shocks, 20-inch wheels with all-terrain rubber, and locking rear differential—the kinds of things you’ll find on many trucks and SUVs traveling down Texas highways and trails. The reality is that the Lunar Rock paint, 1794 Edition trim, and TRD Off-Road Package have distinct visual identities, none of which go together. Forced to coexist, they’re an optically awkward bunch. The 1794 bright grille and trim fit a “Cowboy Cadillac,” but the black TRD wheels seem better suited to a performance off-roader. The proximity of the front air dam and running boards to the ground below make the Sequoia more vulnerable to challenging terrain, which is what the TRD Off-Road Package is meant to conquer.

INTERNAL STRUGGLE

Toyota made another attempt to mix the design equivalents of oil and water inside our press loaner. All 1794 Edition Sequoias come standard with Saddle Tan leather and genuine American walnut wood trim. That yee-hawesome combination of colors and textures only made the TRD Off-Road Package’s sporty red stripes on the steering wheel and shifter, aluminum pedals, and red engine start button that much more glaringly out of place. There was no harmony between those two wildly different visual personalities and there was nothing strangely likeable about the contrast between them.

THE GODFATHER TRILOGY

In terms of features, there was plenty to like about the Sequoia’s cabin. It was thoroughly modern, thanks to the 12.3-inch digital gauge cluster, 10-inch head-up display, digital rearview mirror camera, and 14-inch infotainment display. Next to and below the 14-speaker JBL audio system’s chunky volume knob were easily accessible controls for the heated and ventilated front seats (the massage function was in a menu on the touchscreen), tri-zone climate control system, and off-road features.

The spacious second row was just as pleasant with heated and ventilated captain’s chairs, its own automatic climate zone, manual side sunshades, and a variety of charging options, as well as power controls for raising and lowering the third row. Just like the final installment in the Godfather trilogy, that last third of the Sequoia left something to be desired. There was enough legroom for me to sit comfortably behind one of the second-row seats adjusted to my five-foot-ten height, but my knees were raised. The biggest drawback was that no matter how much I slid and tilted the third row, I couldn’t sit without the top of my head being too close to the headliner or the crown of my head brushing its rear hump.

Dimensions were also an issue in the rear cargo area. The Sequoia’s 1.87-kWh nickel-metal hydride battery pack is under the third row, raising the height of the split bench seat; when lowered, the seatbacks prevent the entire load floor from being completely flat. To make the best of that less-than-ideal situation, Toyota equips the Sequoia with a removable shelf that can be set at multiple levels, including one which helps the shelf extend the flat surface formed when the third row is folded down. The problem is that whatever you put on that platform is still elevated—and that much closer to the side windows and the heads of the people riding in the second row, which made for a worrisome drive home from Costco with two cartfuls of large, heavy items.

TEXAS-SIZED POWER . . .

The switch from the previous-generation Sequoia’s 5.7-liter V8 and six-speed automatic to the current model’s twin-turbo 3.4-liter V6, 36-kw electric motor, and 10-speed auto brought a substantial increase in output. Horsepower shot up by 56 to 437; torque rose by 182 lb-ft to 583. Boy, can you feel it! The Sequoia’s size and roughly three-ton curb weight were more than matched by its grunt. Every deep push of the gas pedal showed just how hard the Sequoia pulled.

. . . AND THIRST

According to Toyota, a four-wheel-drive 2022 Sequoia with the old V8 is capable of achieving 13 mpg in the city, 17 on the highway, and 14 combined. Our 2025 Sequoia hybrid was rated at 19, 22, and 20, respectively. We only managed to average 16.6 mpg across 456 miles of mixed driving, some of which included filming the video review below. Watch it to learn more about how the 2025 Toyota Sequoia 1794 Edition performed in the real world.

Click above and watch our full video review on YouTube!

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On the DB12 page of its website, Aston Martin says, “This is no mere GT. This is the world’s first Super Tourer.” That makes the recently announced 2026 Aston Martin DB12 S the second; its cosmetic, chassis, braking, engine, and transmission enhancements make it even more super.

The DB12 S follows in the tire tracks of the Vanquish S, Vantage S, and Rapide S, all of which out-performed their core models. To visually distinguish it from the regular DB12, Aston Martin added a new front splitter, functional hood vents, side sill extensions, a fixed rear spoiler, a different rear diffuser, and a wider rear bumper book-ended by two pairs of stacked exhaust outlets. The standard exhaust setup is stainless steel, but a titanium system is available as an option. According to Aston Martin, it not only boosts the bass, mid, and treble frequencies, and cranks up the volume by 1.5 decibels, but it also shaves off nearly 26 pounds.

Aston Martin offers the DB12 S with three interior packages: Accelerate leather and Alcantara trim, Inspire S semi-aniline leather and Alcantara, and Inspire S full semi-aniline leather. All DB12 S models come standard with 16-way Sport Plus power front seats and a knurled metal drive mode dial with a red anodized finished. Opting for one of the Inspire S configurations automatically locks in S Herringbone quilting with micro-perforations and an Alcantara headliner.

Output from the S model’s twin-turbo 4.0-liter V8 is up 19 horsepower to 690; torque remains 590 lb-ft. The top speed of 202 mph is also the same as before. However, shift times for the eight-speed automatic are down by 43 percent to just 120 milliseconds. Powertrain tweaks drop the gear change times by more than 50 percent in Launch Control mode, enabling the DB12 S to hit 60 mph in 3.4 seconds, one tenth sooner than the DB12. During less spirited driving, the S-specific drive-by-wire throttle mapping makes the gas pedal feel more progressive.

Aston Martin coupled those enhancements with extensive chassis and braking upgrades. Software changes to the Bilstein DTX dampers, a stiffer rear anti-roll bar, and revisions to the camber, toe, and castor settings simultaneously reduce pitch and roll, and improve agility. The retuned steering and rear e-diff are more responsive, and heighten the driver’s feeling of connection to the road. Standard carbon ceramic brakes have a higher performance threshold and thermal capacity yet save almost 60 pounds of unsprung weight compared to steel rotors. According to Aston Martin, “A predictive function within the CBC [corner braking control system] allows the car to maintain optimum stability while trail braking into a corner, using more of the rear braking performance to maintain a tighter line from corner entry to apex” while the Integrated Brake Slip Control system’s rear torque vectoring makes cornering more predictable and precise.

Like its less aggressive sibling, the 2026 Aston Martin DB12 S is available in Coupe and drop-top Volante body styles. Expect to see both of them on streets sometime in Q1 of next year.

If you’ve ever dreamed of putting two of Plymouth’s wildest factory muscle cars in your garage, the clock is almost out. The Super Mopar Dream Giveaway is ending soon—and this is your final shot to claim a pair of ultra-rare Mopar icons, each autographed by drag racing legend Don “Big Daddy” Garlits. Click here to enter now!

The prize package kicks off with a one-year wonder: The 1970 Plymouth AAR ’Cuda. This wasn’t just another muscle car—it was born from the heat of competition. In 1970, Plymouth needed a street version of its Trans Am racer to qualify for the SCCA series. The result was the AAR (All-American Racers) ’Cuda, built for just one year.

Under the lightweight fiberglass hood sat a 340 Six Barrel V8, topped with triple Holley carburetors and tuned for high-revving action. Side-exit exhaust, strobe side stripes, and a functional hood scoop made it unmistakable. Only 2,724 were ever built, and of those, just 1,604 came with the TorqueFlite automatic transmission—like this Limelight Green beauty with just 38,000 original miles.

Five decades later, the AAR ’Cuda is celebrated as one of Plymouth’s boldest creations, a tribute to an era when the factory was willing to build race-ready cars for the street.

One lucky entry is all it takes to also win the half-year street terror: The 1969½ Plymouth Road Runner 440 Six Barrel. If the AAR ’Cuda was a precise race-bred weapon, the 1969½ Road Runner A12 was a hammer built to smash quarter-mile times. Released in the middle of the 1969 model year, the Code A12 Road Runner came with a “lift-off” fiberglass hood, black steel wheels, and the brutal 440 Six Barrel V8.

Rated at 390 horsepower but famously underrated, the Six Barrel’s triple Holley carburetors and Edelbrock intake made it one of Detroit’s fiercest street machines. Add in a 4-speed manual transmission, HEMI-spec suspension, Dana 60 rear with 4.10 gears, and you had a car capable of embarrassing the mighty HEMI itself.

Only 422 four-speed A12 Road Runners were ever built—making this Vitamin C–colored, rotisserie-restored example an instant collector’s centerpiece.

As if rarity and pedigree weren’t enough, both grand-prize Mopars carry the autograph of “Big Daddy” Don Garlits, the father of drag racing innovation. His signature turns these muscle machines into rolling tributes to the golden age of American performance.

Time is running out. These two Mopar legends are waiting in the Dream Giveaway Garage, detailed and ready for one lucky winner. The winner will also score $51K paid out to cover the federal prize taxes.

Don’t let this chance slip away. ENTER TODAY before the Super Mopar Dream Giveaway slams the doors shut—and make history every time you turn the key. Entries will only be accepted until November 2 at midnight PDT.

Of all the American car designs of the 1960s, the 1965-66 Mustang fastback has to be near the very top of the list. It has a lot of interesting European-type cues, and backs that up with performance to match. Today’s AutoHunter Spotlight is one of these cars, a 1966 Ford Mustang fastback offered by a dealer in Mankato, Minnesota. The auction ends Monday, October 13, 2025, at 11:30 a.m. (PDT).

While many people categorize the first-generation Mustang as a muscle car, I would tend to disagree. I actually consider it more of an American grand touring car in the best European sense of the word. If you think that sounds crazy, then consider that the definition of a GT car is a car with elegant sporty styling, comfortable for two people to take on a cross-country drive, and one that offers strong performance. The first-gen Mustang checks all those boxes and does so with the addition of having amazingly strong parts support and being much simpler to service than any GT car from Europe.

The seller describes this 1966 Mustang Fastback as being powered by a 289ci V8 mated to a three-speed Cruise-O-Matic automatic transmission. Finished in Silver Blue over a Parchment “Pony” vinyl interior, this classic fastback is offered by the selling dealer with a clear title.

What I like about this car is that while it is not in show condition, it has not been changed from the day it was built. Decoding the data plate reveals this car was built as BODY-63B (fastback with luxury interior), COLOR-Y (Silver Blue paint), TRIM-F2 (Parchment with blue trim luxury upholstery), AXLE- 6 (2.80 gears with standard differential), and TRANS-6 (three-speed C4 automatic).

The body of this Mustang is in good shape, but the seller is very transparent, pointing out flaws that include touch-up paint on hood and rust bubbles visible on doors (both evident in the photos), as well as paint overspray seen on the bottom of the door panel fabric. No, it is not perfect, but it would make a very nice driver. I will add that—judging by the photos of the car—the body does look pretty darn good. This is a car I would drive as-is for a few years and improve over time.

The interior looks to be in good shape with the Parchment Pony seats in nice condition, and the combination of the contrasting blue carpet looks great. A nice addition is the Bluetooth-compatible retro-styled radio, an option that makes this car very usable as a driver.

Under the hood is a tidy engine compartment housing a Ford 289ci V8 with a four-barrel carb. The only real modification I could see in the photos were the aluminum valve covers. Everything else looks stock and in very tidy condition.

I really like these first-generation Mustang fastbacks a lot. In many ways they are a bit of a blank slate. You could buy this car and just drive and enjoy it, you could restore it, or you could upgrade the suspension and engine further and really make it your own. If I were buying it, I would likely do a repaint in the same Silver Blue color (probably my favorite factory color), make some light engine and suspension mods, and leave the rest of it alone.

If you also think this car looks like something that would look good in your garage, then you might want to place a bid soon, as the auction for this 1966 Ford Mustang fastback ends on Monday, October 13, 2025, at 11:30 a.m. (PDT).

Visit the AutoHunter listing for more information and a photo gallery

When it was new, 1957 Cadillac models were targeted at the distinguished and the wealthy of society. The Pick of the Day is a 1957 Cadillac Coupe de Ville listed for sale on ClassicCars.com by a private seller in Laguna Niguel, California.

As it turns out, even nearly 70 years later, the Coupe de Ville still appeals to celebrities and collectors. For example, “Jay Leno’s Garage” uploaded a video about a year ago showcasing Jay’s personal Coupe de Ville. If you’ve ever wanted to join the elite community of owners, here’s your chance.

“Excellent original condition, with odometer showing 58,800 miles,” the listing says. “Runs and drives great.”

The Coupe de Ville was a pillarless hardtop with peak 1950s design: lots of chrome, dramatic tailfins, and “jet age”-inspired trim. All of that fanfare served to give the car an unmistakable presence on the road. One of the magazine advertisements of the period said, “A man needs no introduction to those about him when he sits at the wheel of a Cadillac. Because of its long association with the world’s distinguished motorists, it indicates his own high standing in his world of affairs.”  

Finished in Leghorn Cream (paint code 40), this example is one of 23,813 Coupe de Villes sold for 1957. The car is said to be highly original—the only thing that has been changed on the interior is the front-seat upholstery. “This beautiful car draws a crowd of admirers,” the listing says. For its time, the car had a long list of luxury features like power steering, power brakes, power windows, air conditioning, and a signal-seeking radio.

Power comes from a 365ci V8 mated to a three-speed automatic transmission. According to the seller, recent maintenance items include a rebuilt carburetor, new fuel pump, new battery, new muffler, new shocks, and new whitewall tires. The original air-conditioning system is reportedly complete, but it needs to have the compressor rebuilt.

The retail price of a 1957 Coupe de Ville when new was in the low-to-mid $5,000s—the equivalent of nearly three times the price of a Chevrolet 150 at the time. It’s no wonder the Coupe de Ville has upheld such enduring appeal over the last seven decades (and probably will for at least seven more). The listing calls the Coupe de Ville “A vision of timeless elegance.” Clearly the collector community agrees.

The asking price is $59,950 or best offer.

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

As the seasons change, automotive enthusiasts in some regions of the country are getting their collector vehicles out for one last spirited cruise. Out Motorsports is an LGBTQ+ drivers’ community that prides itself on an emphasis of actually driving. The organization has been around since 2021 and has gained momentum ever since. From the website: “We don’t do parking lots—find us on back roads, at racetracks, off-roading, or anywhere in between.”

Fueled by coffee and passion

One of the group’s signature events each year has been a fall road rally in the northeast, dubbed the Pumpkin Spice Rally. This year’s event—the biggest in Out Motorsports’ history—was headquartered at Camp Out Poconos, a campground in the scenic Pocono Mountains of Pennsylvania. Activities kicked off on Friday, September 26, 2025, with an informal meet and greet. On Saturday, things revved up (after coffee, of course) with seven different drive groups heading out at 10-minute intervals for the designated 100-mile route through the area’s mountain roads. After the cruise, people enjoyed free time to socialize prior to a buffet-style group dinner.  

Key takeaways

I caught up with Event Director Jake Thiewes for some event highlights. He acknowledged that one of the key contributors to the success of the Pumpkin Spice Rally (and to the success of Out Motorsports in a broader sense) has been the support and sponsorship of auto manufacturers and other companies in the industry. This year’s, eight total “press cars” were provided from Audi, Aston Martin, Bentley, BMW, Cadillac, Lexus, Maserati, and Volvo. Auto equipment companies OG Racing and Bridgestone Tire were critical contributors, as were the event’s many volunteers.

About 100 total vehicles turned out, all of which spanned a wide variety of makes, models, and genres. Some of the 150 or so attendees preferred to ride along versus driving their own vehicles—after all, the rally was designed to be a social event above all else. Jake estimated that about a third of the people at the rally were first-timers. Best of all, the event was set up as a “choose your own adventure”-type program. Even the drive groups were customized according to a target pace/speed. Jake said, “This wasn’t at all a race. We have actual events at racetracks for anyone who really wants to go fast.”

Jake said he was proud of the variety of vehicles that came out, naming off a few of the more obscure examples like a Mitsubishi Evo station wagon, a variety of Saabs, and even a Ford Edge Sport. “We have a spread of age, gender, and interests,” he said, emphasizing that the conversation wasn’t always about the cars—it was more like a reunion of friends.

Get connected

The over-arching message that Jake and his team emphasize is that “community matters.” With that in mind, Out Motorsports is working on an exciting calendar of events for 2026. In addition to the in-person programs like the Pumpkin Spice Rally, the organization encourages electronic networking via both a Facebook group and a Discord server. Check out the website here.

We look forward to seeing what kind of events Out Motorsports puts together in the future! Cheers to many more tasty pumpkin spice lattes and spirited drives.

During this year’s Monterey Car Week, we had the chance to see one of the most fascinating “What if…?” stories in motorsports history: the De Tomaso P70. Born from the collaboration of Carroll Shelby, Alejandro de Tomaso, Peter Brock, and Medardo Fantuzzi, the P70 was a lightweight, rear-engine prototype powered by a 7.0-liter V8, and designed to be Shelby’s Can-Am fighter. With Brock’s aerodynamic design, de Tomaso’s pioneering spine chassis, and Fantuzzi’s craftsmanship, it had all the makings of a racing legend. Unfortunately, fate had other plans. In this video, we uncover the mystery of the P70.

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.

Subscribe to the CCN Media YouTube channel for more Monterey Car Week 2025 content.

Right now on AutoHunter, you can find this restored and upgraded 1941 Chevrolet AK Series pickup, which is powered by a Chevrolet 350ci V8 crate engine mated to a three-speed automatic transmission. Finished in dark teal over a black leather interior, this prewar American pickup is now offered by the selling dealer in California with receipts, repair orders, and a clear title.

As part of the restoration/upgrade process, the steel body was painted dark teal. Exterior features include chrome bumpers and trim, two-piece windshield with top-mounted wipers, dual mirrors, running boards, LED third brake light below the rear window, wood bed slats, LED taillights, and dual exhaust outlets.

A set of 215/70 BFGoodrich Silvertown Radial whitewall tires surrounds the mint green 15-inch wheels, which are equipped with Chevrolet-branded hubcaps and chrome beauty rings.

The interior of the cab offers seating for two on black leather bucket seats. Amenities include power windows, power driver’s seat, power rack-and-pinion steering, Grant three-spoke steering wheel, and air conditioning.

The VDO and Auto Meter instrumentation consists of a 120-mph speedometer and gauges for fuel, voltage, water temperature, and oil pressure. The odometer shows 6,963 miles, but this truck’s title indicates it’s mileage-exempt.

Under the V-shaped hood, the original engine was replaced with a Chevrolet 350ci V8 crate engine that features a Quick Fuel Technologies four-barrel carburetor and aluminum intake manifold. The HEI distributor’s ignition module, cap, and rotor were replaced last year. In addition, the original transmission was swapped out for a three-speed automatic. Check out the video below to see and hear this truck in action.

Many of the upgrades to this truck can be found closer to the pavement, such as the Ford Mustang II independent front suspension, power steering rack, lowering springs, and power front disc brakes. The fuel tank was relocated to underneath the bed, which has an opening for the fuel door.

If you have an opening in your collection for this 1941 Chevrolet AK Series pickup, bid on it now. The auction ends on Monday, October 13, 2025, at 12:15 p.m. (PDT).

Visit the AutoHunter listing for more information and a photo gallery

Read the news today and it may appear we are not of this Earth—the monolithic way in which we thought the world was organized has fractured. Peruse questionnaires and you’ll be asked if you’re male, female, or other. The truth is that this is not a new phenomenon, as our Pick of the Day presented the very same orientation. This 1972 Plymouth Road Runner GTX is listed on ClassicCars.com by a dealership in Alsip, Illinois.

You likely know the story of how Plymouth introduced the GTX for 1967, which included a standard 375-horsepower Super Commando 440. The following model year, Plymouth introduced a novel companion performance model called the Road Runner. Major distinctions between the two was that the GTX was based on the up-market Sport Satellite, while the Road Runner was based on the down-market Belvedere and powered by a 383. The siblings continued together through 1971, but sales of the two models tanked as market forces (insurance among them) led to a decline of the performance/sporty segment. With only 2,942 GTXs produced for 1971, Plymouth decided to put the GTX model to rest.

During these years (1968-71), the 440 four-barrel was never available as a legitimate option for the Road Runner (the anomaly being the Superbird), but due to the absence of the GTX, Plymouth added the 440 four-barrel to the 1972 Road Runner’s roster. Interestingly, when this engine was specified, subtle GTX badges were added. There was no “GTX package” per se—order the 440 and the Road Runner also received GTX badges.

The 1969-71 “RB”-engined Mopar muscle cars—that’s 440 and 426 Hemi to the uninitiated—received the famed, heavy-duty Dana 60 rear end when equipped with a four-speed (with any gear set) or 727 TorqueFlite when 4.10 gears were specified. However, for 1972, the only Plymouth to receive the Dana rear was the 440 four-speed-equipped Road Runner. Why no automatic Danas? Nineteen seventy-two was the first year for low-compression engines as mandated by the Feds, and Plymouth was less aggressive in its offerings, as 3.55 was the best gearing for TorqueFlite automatics. For four-speeds, the “A33” Track Pak was required and included the Dana rear with 3.54 gears, a Sure-Grip differential, a seven-blade torque drive fan, and 26-inch radiator with fan shroud.

This “GY9” Tawny Gold 1972 Plymouth Road Runner GTX is one of 219 U.S.-spec Road Runners built with the 440 four-barrel and four-speed. Yes, the compression is low, but that doesn’t mean this car isn’t a scorcher—plus it runs just fine on unleaded premium. “Fresh restoration on solid-body car,” says the seller. “Documented with Chrysler Corporation and dealer invoices, being sold new from Schoenhals Motor Sales, Inc. in Imlay City, Michigan.” Features include a 440 with 0.30 overbore plus aluminum heads, Gold buckets, a center console, the Décor Group, power steering and brakes, the Rallye instrument cluster, an AM/FM radio, the “N96” Air Grabber, black Strobe striping (though the invoice originally specifies gold), and 14-inch Rallye road wheels, among other items.

As this car was ordered with the 440, you’ll find GTX badges on the front fenders and trunk lid, but don’t mistake it for a GTX—it identifies as a Road Runner. Confused? For $79,900, we bet you’ll know exactly what you’re driving.

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

It’s stunning how quickly time seems to pass. If you’re of a certain age, you might think the 1990s weren’t that long ago, but they were. The Z32 Nissan 300ZX, Mk IV Toyota Supra, and FD Mazda RX-7 are now in their 30s. And the Japanese Classic Car Show (JCCS) on October 11 will mark the 20th anniversary honoring machines from the “Land of the Rising Sun.”

According to the JCCS website, “Back in 2005, Japanese cars weren’t even widely seen as ‘classics.’ Now, thanks to a passionate community of fans, builders, and collectors, we’re proudly celebrating the craftsmanship, culture, and legacy that continue to thrive in the U.S. and beyond.” So expect to see USDM and JDM versions of Japanese performance cars, racing vehicles, sedans, and even SUVs from yesteryear at the Marina Green Park in Long Beach, California this coming Saturday. You can also expect to see coverage of the show on The ClassicCars.com Journal from Honda and Acura enthusiast Tyson Hugie.

It’s been 60 years since automotive designer Peter Brock left Shelby (where he penned the lines of the Daytona Coupe) and started his own company, Brock Racing Enterprises (BRE). The BRE race team’s Datsun 240Z went on win two C Production National Championships; its 510s and driver John Morton took 1st place in the 1971 and 1972 Trans Am 2.5 Championships. Brock, Morton, and other members of the original BRE race team will be at the JCCS to mark the big anniversary—next to the Nissan booth, of course.

There will also be plenty of cool bikes to check out because the 14th Annual Japanese Classic Motorcycle Show will be happening at the same time.

Vehicle registration for the 20th Anniversary Japanese Classic Car Show is closed, but you can still purchase tickets and attend—currently, they’re $20 but, at the door, the price goes up to $25. How many yen is that? We’ll leave that to you to figure out.