Journal Classic Cars

Barrett-Jackson announced recently it will sell the 2006 Ford GT Heritage Edition Production No. 3 (Lot #1026) from the Ford Heritage Fleet with No Reserve during the Scottsdale Fall Auction, Oct. 15-18, 2025, at WestWorld of Scottsdale. The earliest example of a 2006 GT Heritage Edition ever released to the public, the supercar is one of many Ford and Shelby collectible vehicles set to cross the Barrett-Jackson block during this year’s Scottsdale Fall Auction. Also included is a 1968 Ford Mustang Licensed Eleanor 25th Anniversary Limited Edition (Lot #1068) and a no-expense-spared 1969 Ford Bronco (Lot #1019).

“We look  forward to making automotive history with Ford Motor Company during our Scottsdale Fall Auction this October,” said Craig Jackson, chairman and CEO of Barrett-Jackson. “Ford is opening its company vault to offer an unbelievable vehicle, the 2006 Ford GT Heritage Edition Production No. 3 (Lot #1026). The earliest Heritage Edition GT example ever released to the public, this supercar will cross the block with No Reserve on Super Saturday. The vehicle is part of a sensational docket of Blue Oval and Shelby collectible vehicles that represent some of the best in American automotive performance and design.”

The 2006 Ford GT Heritage Edition Production No. 3 (Lot #1026) was solely owned and used by Ford Motor Company and is the earliest Heritage Edition example released to the public. Finished in the iconic Gulf Oil livery, it pays tribute to Ford’s endurance racing legacy. Power comes from a supercharged V8 producing 550 horsepower and 500 ft/lbs of torque, paired with a 6-speed manual transmission. Included with the sale is a Certificate of Authenticity and the original “Build Book,” which documents the car’s assembly from start to finish. The proceeds of the sale of this vehicle will be dedicated to the restoration and maintenance of the vehicles in the Heritage Fleet.

“Opening Ford’s Heritage Fleet allows us to share a tangible piece of our performance history directly with the enthusiasts who cherish it most,” said Ted Ryan, Ford’s Heritage and Brand Manager. “This 2006 Ford GT is more than just a car, it’s a rolling embodiment of our racing legacy, and we’re thrilled to have Barrett-Jackson help it find a new home where its story will continue to be celebrated.” I am even more excited that the proceeds from the sale of this vehicle will be used to restore and maintain the rest of the Heritage Fleet.

Two additional Ford GTs crossing the block include a 2006 Ford GT (Lot #1056) that is one of 31 finished in yellow with black calipers from a total production run of 2,011. It is powered by a supercharged V8 engine paired with a 6-speed manual transmission. The track-only 2021 Ford GT Mk II (Lot #1051) is powered by a twin-turbocharged EcoBoost V6 engine producing over 700 horsepower paired with a 7-speed dual-clutch automatic transmission. It is one of 45 built globally and has 41 actual miles.

“Ford is famous for its dominance on the track over the years, their performance on the road and the off-road capabilities of their trucks and SUVs,” said Steve Davis, president of Barrett-Jackson. “A great group of their spectacular muscle cars, supercars and track stars will roll across the block. From a race-ready 2021 Ford GT Mk II (Lot #1051) and supercharged 2021 Shelby GT500 Signature Edition coupe (Lot #975) to the iconic 1968 Ford Mustang Licensed Eleanor 25th Anniversary Limited Edition (Lot #1068), we’ll have some once-in-a-lifetime opportunities to own a piece of Ford’s rich legacy.”

Classic Ford Mustangs include the 1968 Ford Mustang Licensed Eleanor 25th Anniversary Limited Edition (Lot #1068) that was issued “Gone in 60 Seconds” licensing to recognize the 25 years since this iconic movie character thrilled audiences worldwide. A certified “Eleanor” build, it has the movie-correct Eleanor body modifications and is finished in Pepper Gray Metallic two-stage exterior paint and rich black Rally body stripes. A 1967 Ford Mustang custom fastback (Lot #1007) is powered by a Coyote engine mated to a Tremec T56 6-speed manual transmission. It is equipped with a Roadster Shop chassis, coilover suspension and Baer brakes, with air conditioning, leather interior, custom stereo and 18-inch Shelby wheels.

For off-road enthusiasts, the custom 1969 Ford Bronco (Lot #1019) is powered by a Ford Performance Coyote engine paired with a new 6R80 automatic transmission with auxiliary cooler, managed by a Ford Racing Control Pack. The custom tan interior with plaid inserts features tilt steering, Dakota Digital RTX gauges with digital climate control, Vintage Air and a 7-inch Alpine ILX infotainment system. A 1972 Ford Bronco (Lot #1082) is a custom frame-off build powered by a V8 engine mated to an automatic transmission with overdrive. Comfort and technology highlights include air conditioning, a Dakota Digital gauge cluster, tilt steering column, RetroSound stereo system with six speakers, amplifier and subwoofer, and Amp Research power steps that deploy automatically with the doors.

Late-model Mustangs include a 2022 Ford Shelby GT500KR Heritage Edition (Lot #1084) finished in Britanny Blue Metallic with optional Wimbledon White over-the-top painted stripes and celebrates the 55th anniversary of the GT500. With a V8 engine that produces over 900 horsepower, it is one of 225 total produced for the world for this edition and has 615 actual miles. A 2021 Shelby GT500 Signature Edition (Lot #975) is powered by a supercharged V8 engine paired with a Tremec 7-speed dual-clutch automatic transmission. It is No. 31 of 100 produced for 2021 and began as a highly optioned Carbon Fiber Track Pack car before undergoing a Signature Edition conversion at Shelby American.

Other notable Ford-powered vehicles crossing the Scottsdale Fall Auction block include:

• 1968 Ford Mustang custom fastback (Lot #1008) – A special-order build by Xcentrick Autosports Inc., features a full carbon-fiber body with Roush V8 engine rated at 450 horsepower
• 1972 Ford Bronco (Lot #1092) – Freshly restored and powered by a V8 Coyote engine with a Power by the Hour accessory drive and control pack, with a 6-speed automatic transmission

Those interested in consigning their vehicles with confidence for the January 17-25, 2026, Scottsdale Auction are welcome to submit their application online. In addition, bidder registration is now open, with three packages to choose from, upgrades for Muscle Lounge access and Hammer High Tops. Throughout the four-day Scottsdale Fall Auction, children ages 12 and under enjoy complimentary admission with a paying adult. General admission tickets for students ages 13 through college-age are $10 and adult ticket prices start at $28.  

Be a part of Barrett-Jackson’s online conversation with #BarrettJackson and #BJAC on Facebook, X, Instagram and YouTube.

Someone just had a birthday: On the first week of October 1967, an F-body muscle car rolled off the assembly line at GM’s factory in Norwood, Ohio. Featured on AutoHunter is this 1967 Chevrolet Camaro RS Coupe. It is being sold by a dealer in Gladstone, Oregon, and the auction will end Tuesday, October 14, 2025, at 12:00 p.m. (PDT).

Finished in Tuxedo Black, this now-58-year-old Camaro still looks both elegant and athletic. The car’s trim tag lends some insight into its original configuration. The car was ordered as a sport coupe with a black vinyl top, and it came highly optioned for its time, featuring tinted windows, air conditioning, a center console, an antenna, and Rally Sport equipment. (The hideaway headlights are a signature element of the RS packaging.)

General Motors’ assembly plant in Norwood has an interesting story of its own: Manufacturing there began in August 1923 and lasted for 64 years, concluding on August 26, 1987. At its peak in the 1970s, the plant employed about 9,000 people and covered 50 acres with three million square feet in its floor plan. The Chevrolet Camaro and its sibling, the Pontiac Firebird, were among the many noteworthy models assembled within the facility. This Cincinnati Enquirer story has some entertaining pictures of the Norwood plant and its people. Apparently, only one building remains from the original assembly plant, and it’s a parking garage. I went on Google Maps, looked up the address, and saw that the main attraction is now a Kroger grocery store.

Back to the Camaro in question. It’s looking fresh for pushing 60 years old. Traction comes from a set of redline tires wrapped around Rally wheels, and exterior features include a driver’s-side mirror and a rear spoiler. Even the engine bay and undercarriage are well-presented; it looks to be show-level.

As with any muscle car, the important part is what’s going on under the hood, and this car does not disappoint. Power comes from an “ME”-code 327ci V8 mated to a Powerglide two-speed automatic transmission. When new, Chevrolet rated the engine at 210 horsepower. The Camaro’s odometer reads 4,728 miles, although the title reads mileage-exempt.

First-generation Camaros are highly collectible today due to their classic design and cultural significance. This Rally Sport will give you an opportunity to join the huge – and still growing – community of Camaro fans. Did you know that the Camaro Club of America Facebook group has over 327,000 members in it? Get in on the action!

And bake the car a belated birthday cake while you’re at it.

The auction for this 1967 Chevrolet Camaro RS Coupe ends Tuesday, October 14, 2025, at 12:00 p.m. (PDT).

Visit the AutoHunter listing for more information and a photo gallery

Aston Martin is one of the most storied brands in the history of European sporting cars. It is built on racing history at Le Mans, as well as in cinema with its association with the 007 films. Now before you all say, “Hey, James Bond drove a DB5 in the movie Goldfinger!” (which is correct), the 1959 book that preceded the movie had James Bond driving a “whisper grey” Aston Martin DB Mark III. This is because, in 1959, the DB Mark III was the latest Aston and the DB5 had yet to exist.

I have some time behind the wheel of quite a few DB Mark III cars and, for me, these are the one that I like best. The reason for this is twofold: first, it is the classic Aston Martin DB model that fits my six-foot-four personage the best and, second, it is the car the merges the first David Brown Astons with the cars that came later. It is also the first production Aston to have the iconic grille shape (a design created by body designer Bert Thickpenny, which continues to be used today) combined with the mechanical bits that made the 1950s Aston Martins as strong on the racetrack as they were. An additional plus is that the DB Mark III is one of the more affordable classic Aston Martin cars you can buy.

The Pick of the Day is one of these cars, a 1959 Aston Martin DB Mark III located at a dealer in Astoria, Queens, New York.

The seller describes this Aston Martin as a late-production, factory left-hand drive, matching-numbers 1959 DB Mark III. The car is finished in red with tan leather interior. It is important to note that when new this DB Mark III was originally built, it was done in the desirable color combination of Elusive Blue with off-white leather. If I were to buy this car, I would use it as-is for a few years and then return it to its original colors, show it at places like Pebble, and then drive it again on tours and rallies.

The seller adds that this car is offered with its build sheet and a large number of receipts from renowned Aston Martin Specialist “Steel Wings” that includes documentation of an engine rebuild and interior work. The seller goes on to state that this Aston runs strong and drives great, with factory overdrive that’s fully functional—overall, a presentable car and excellent driver.

The interior is in lovely condition but the paint is showing its age and will require some attention (see my idea about that above). The seller adds that it has a very straight body and solid undercarriage. This is a rare car, being one of only 551 produced between 1957-59; being a factory left-hand drive example makes it even more desirable, especially here in the U.S.

The conclusion of the ad calls this 1959 Aston Martin DB Mark III a true gentleman’s sports car offering performance, exclusivity, and style, and I completely concur with that statement. This DB Mark III is perfect for an owner looking for a sports car eligible for countless driving numerous events. The additional fact that it is a matching-numbers example with build sheet and service history only adds to the value of this car.

It has an asking price of $189,500, which puts it in the middle in the market price-wise. If you were to repaint the car at some point then, yes, it would cost a fair amount of money, but bringing the colors of this car back to original would also increase the value of this vehicle. For me, this is a classic Aston Martin to start and enjoy as-is.

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

During my long commute to The ClassicCars.com Journal office, I often fantasize about the vehicles I’d have in my money-is-no-object collection. Recently, the first car I daydreamed about having when I was a teenager flashed across my mind, then I began to wonder: does anyone still want his or her first dream car?

When I was a little kid, the Lamborghini Countach was still in production. I remember wanting the white Hot Wheels version of it that my older brother received for his birthday. I also enjoyed the red Mazda MX-5 Miata toy car my mom gave me. And I loved staring at the 1:18-scale Maisto Ferrari 550 Maranello model I received as a gift from my dad. But I never envisioned owning the 1:1 version of any of those cars. That changed when I found a purple Hot Wheels approximation of a “New Edge” Ford Mustang sometime in the late 1990s or early 2000s. Perhaps it was because I was old enough to drive that I imagined possessing and enjoying the real thing. Whichever the case, the fantasy didn’t last long. These days, a “Terminator” Cobra or an ’04 Mach 1 would be cool, but neither one is a dream car to me.

There are several factors that can knock your first-ever dream car off its pedestal. One of them is actually buying it. When we’re young, most of us don’t have the funds to go out and pay for a new Corvette or Ferrari, but that can change. After reaching a certain level of success with your business or career, you might have bought the car you always wanted ever since you were a kid. The 2008 Ford Mustang Bullitt wasn’t my first dream car, but I had wanted one for a while and finally turned it into my real car in 2022 (and learned a lot from doing that). Or maybe you took your dream car for a test drive and realized it wasn’t as wonderful as you thought it would be. “Never meet your heroes” applies to cars, too.

Then there’s the fact that the older we get, the more vehicles we see and experience. Before I joined the Collector Car Network, I had a limited knowledge—and a resulting lack of appreciation—of older vehicles. Now my ideal garage includes a 1971 Mercedes-Benz 280SE 3.5 Cabriolet, 1972 Chevrolet C10 Stepside, 1949 Buick Roadmaster Estate Wagon, and supercharged 1937 Cord 812.

Another thing I recently learned is that there’s a difference between what’s attractive and what’s me. There are several cars out there with head-turning designs, but I know they don’t fit my style or personality the way an SJ Jeep Grand Wagoneer does. That chrome-wrapped McLaren you lusted after in college may still look cool to you, but there’s a good chance you’re not a flashy-exotic-car kind of person these days.

So, do you still want your original dream car? If so, I hope you buy it one day. If you already own it, I congratulate you. If your dream car is now something completely different, tell me in the Comments section below.

It’s one thing to build a car. It’s another thing to sell a car. A manufacturer can send a car to a dealership and leave it in the showroom, but that alone may not lead to a sale. What do manufacturers do to move product? That’s where marketing comes into play.

Marketing departments in Detroit have created many obscure editions of vehicles that generally won’t appear in your average brochure. Here is one courtesy of Ford friend Adrian Clements—he found it in the Flickr account of literature collector Alden Jewell.

This 1969 Oldsmobile Toronado is a promotional model called Toronado Jade. I’ve dug into newspaper sites and could not find anything on it other than what you can see here, a Toronado painted in Metallic Jade Green (a color not normally available for the Toronado at the time). The late, lamented website Automotive Mileposts said it was a spring promotion introduced in April 1969. “You’d expect to pay more for the special color alone,” says this neat item. “Instead, you get the most distinctive Toronado ever built at special savings.” Another special feature appears to be “GT striping” on the hood, something not normally available on regular Toronados. In fact, it resembles the standard striping for the 4-4-2.

Clearly, automakers did anything to move iron. Have you ever seen one of these?

Right now on AutoHunter, you can find this 1960 Cadillac Series 62 convertible, which is powered by a 390ci OHV V8 paired with a Hydra-Matic four-speed automatic transmission. Finished in Olympic White and equipped with a power-operated Ivory soft top over a Blue Metallic leather interior, this classic convertible is offered by the selling dealer in Minnesota with a tonneau cover, car cover, and clear title.

The long Olympic White body features chrome bumpers, bright trim, a driver-side mirror, rear wheel skirts, tail fins, a center-mounted fuel door, and dual exhaust outlets. The Ivory power soft top has a plastic rear window and features a newer pump. When lowered, it fits under a blue tonneau cover.

This big Caddy floats down the road on a set of 15-inch wheels with Cadillac covers and 235/75 Cientra Classic whitewall tires.

All that Olympic White surrounds a cabin furnished with Blue Metallic leather seating, matching door panels, and dark blue carpeting. Amenities include power windows, cruise control, power steering, clock, factory AM radio, and Kenwood AM/FM/cassette stereo with Infinity speakers.

Instrumentation consists of a 120-mph speedometer, plus temperature and fuel gauges. The odometer shows 66,397 miles, which the selling dealer states is an accurate figure.

Under the hood is a 390ci OHV V8, which is connected to a Carter four-barrel carburetor and Hydra-Matic four-speed automatic transmission. Power drum brakes with new shoes and hoses act as an anchor for this land yacht.

If you’re ready to sail away in this 1960 Cadillac Series 62 convertible, bid on it now. The auction ends on Wednesday, October 15, 2025, at 11:45 a.m. (PDT).

Visit the AutoHunter listing for more information and a photo gallery

Scandinavian design is known the world over, and it’s not because of IKEA. Alhough the “less is more” ethos is something that could have only come from Sweden and the surrounding Nordic countries, the famous department store is merely a reflection of that culture. Our Pick of the Day is one of Sweden’s most famous cars, but it happens to come from another culture of design. This 1961 Volvo P1800 coupe is listed on ClassicCars.com by a dealership in the Netherlands.

Let’s start with the early 1950s: a wealthy Swiss enthusiast commissioned Virgilio Conrero to design an Alfa Romeo 1900 coupe for the 1953 Mille Miglia. The body of this car, christened “Supersonic,” was built by Ghia, but the car was destroyed in a racing accident. Nonetheless, the impact of the design was great, so Ghia built a handful of vehicles using the chassis of the Fiat 8V. Approximately 8-15 were built, plus three on the Jaguar XK120 and Aston Martin DB2/4 Mark II chassis.

Volvo began a sports car project in 1957 after the fiberglass P1900 failed to attract enthusiasts. Helmer Petterson, an engineering consultant responsible for the postwar PV444, led the project, to be overseen by the design house Frua. Ironically, the design came from the pen of Petterson’s son Pelle, who was a Frua acolyte. As such, an Italian design ended up influencing a Swedish design supervised by an Italian and drafted by a Swede.

Volvo needed a contractor to build the new sports car. British company Jensen Motors was contracted to built 10,000 cars, which commenced in September 1960. However, due to quality issues that did not meet Volvo’s standards, production moved to a Gothenberg-based Volvo plant in 1963 after 6,000 units had been built.

Powering the P1800 was the “B18” 1.8-liter inline-four with dual SU carburetors producing 100 horsepower. It was backed by a four-speed manual, a unit produced by Koping Engineering for Volvo.

When production moved to Sweden, those cars became known as 1800S. For 1969, the engine was upgraded to 2.0 liters, with fuel injection added in 1970 to create the 1800E. A shooting brake variant (1800ES) was developed for 1972-73 before the series was discontinued due to increased safety and emissions standards being implemented in the U.S., a major market for the Swede.

This restored 1961 Volvo P1800 coupe is production number 3,273 of the 6,000 built by Jensen. It features its original 1,778cc four-cylinder engine backed by a four-speed manual with overdrive. “The exterior of this Volvo P1800 is finished in its original colour Red,” says the seller. “The interior exudes pure classic atmosphere with the black leather interior, a beautiful Jensen rear seat, and the original dashboard with aluminum finish and classic meters.”

Best of all, the seller has convenient shipping to Linden, New Jersey for interested parties—all you have to do is add $1,800 to the $67,950 asking price. However, don’t bother stopping by the nearby IKEA in Elizabeth because we can guarantee the POÄNG armchair won’t fit.

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

We’ve discussed American Motors, Chrysler Corporation, and Ford Motor Company, so now it is General Motors’ turn. Since we’ve been working in an alphabetical direction, let’s start with Consumer Guide’s overview of Buick.

While General Motors is famous for its decentralized organizational structure, the 1970s brought more integration and cost savings (including badge-engineering) to the fold. As such, GM’s brands began to lose some of the independent luster they once had by the end of the decade. Nonetheless, there was enough unique within GM—especially Buick, with its V6 and turbocharging—that I am curious if the differences among shared platforms were distinct or not. As Buick is the first of the crop of GM brands, we won’t know until we finish with Pontiac.

Here’s a look at the upmarket brand from Flint that expanded its breadth of models in the 1970s, from compact to full-size cars and even a Vega-based subcompact coupe. Please note the CG rating scale of 5 being Excellent and 1 being Poor.

Buick
“Another interesting aspect of GM’s recent changes is that in later model vehicles there is little … significant difference between the standards, intermediates, compacts and subcompacts from one GM division to the next.”

• Apollo/Skylark: “… shares Nova’s higher-than-expected incidence of repairs [but] unlike Nova, no recalls on record … A reasonably good used-car buy.” CG rating: 2-3
• Century/Regal/Special: “Somewhat higher incidence of repairs than Cutlass … Sum up: not outstanding, but a safe choice in an older intermediate.” CG rating: 3-2
• Century (1978-80): “Overall, a fine buy—nicely trimmed, quite refined, reasonably frugal. Stick with the normal 231 V6.” CG rating: 3-4
• Electra (1971-76): “Roominess, silky ride, low noise levels, and driving ease are its strong points, Reliability also above average for all years, except 1974 when it slipped a bit.” CG rating: 2-3
• Electra (1977-80): “Fine repair record for ’78 and ’79 with average to above-average ratings in all areas.” CG rating: 5
• LeSabre/Centurion (1971-76): “Repair incidence average to above-average … look for ’76 models with standard V6 engine for economy reasons.” CG rating: 2-3
• LeSabre (1977-80): “Repair incidence to date is admirably low in all categories.” CG rating: 5
• Buick Riviera (1971-76): “Electrical and cooling problems mar an average repair record.” CG rating: 1-3
• Riviera (1977-78): “Repair history gives it a nod over Ford Thunderbird and Chrysler Cordoba/Dodge Magnum …” CG rating: 4
• Riviera (1979-80): “Initial repair data indicates average reliability rating for ’79 models … Not cheap, but a standout among newer personal-luxury models.” CG rating: N/A
• Skyhawk: “In our estimation, one of GM’s losers, and far from a good value among small cars.” CG rating: 2-3
• Skylark: “Dirt cheap, and good basic transportation providing car has been properly maintained.” CG rating: 3
• Skylark (1980): “No repair data as yet, some early teething troubles.” CG rating: N/A

“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.