A few of you enjoyed my recent feature of a 1949 Ford two-door convertible enough to share a comment about it. How about we go back one decade even deeper into the past? The year 1939 would mark a pivotal year in world history, as World War II kicked off that September. Let’s look at a car that rolled off Ford’s assembly lines just before that.
“Henry would be proud!” the listing begins. “90% is factory.”
Boasting a license plate that reads “FINE 39,” the car lives up to the claim. The black exterior comes accessorized in lots of brightwork, including dual mirrors and chrome bumper guards. The wheel and tire setup appears to be inspired by a later-model Rally design, and dual exhaust outlets are seen exiting beneath the rear bumper. One upgrade worth calling attention to: “Standard” Ford models for the 1939 year would have apparently come with only one taillamp. This car has been upgraded to two, like the Deluxe model would have had.
In place of the car’s original flathead V8 now resides a BluePrint Engines 355ci V8 mated to a three-speed manual transmission with Lincoln Zephyr gears and Columbia overdrive. BluePrint is based in Kearney, Nebraska and calls itself “The Authority in Crate Engines.” Added features to the mechanical roster include an electronic ignition system, an aluminum radiator, a dual-reservoir master cylinder and front disc brakes. The odometer of the car shows 52,921 miles, although the seller doesn’t specify whether the number’s validity.
The interior has wood-grain trim, the original instruments, an AM/FM radio and a clock. All in all, the car is a clean machine, and the seller is proud of it. “I have 40-plus years of professional restoration and was involved in the complete restoration of this car,” the listing says.
One thing is for sure, Ford did know a thing or two about vehicle production by 1939. A magazine ad from the period said, “When Ford builds ‘em, I know they’re right!” It continues, “It’s natural enough, I guess. Henry Ford knows more about building cars than anyone else because he’s built more than anybody else in the world.”
Ready to have a piece of history in your garage? The asking price is $59,900 or best offer.
The original Dodge Viper RT/10 debuted as a 1992 model. Back then, the Ford Mustang GT had angular lines that contained 225 horsepower. The Viper was a completely different animal, a modern reincarnation of the Shelby Cobra with bold curves, side pipes, and a 400-horsepower 8.0-liter V10 under its enormous hood. Aside from its relative lack of creature comforts, one catch to the Viper RT/10 was that Dodge didn’t offer it as a coupe. The automaker filled that hole in the Viper lineup with the 1996 GTS. Not only did it provide comfort in all weather conditions, but it also had an additional 50 horsepower.
By 2002, it was time for the Viper to shed its skin and enter a new generation of design and performance. To commemorate the end of the first-generation Viper coupe, Dodge produced 360 Final Edition models, each finished in Viper Red with full-length Stone White stripes over a black leather interior. Inside the cockpit, red accent stitching and an individually numbered plaque near the shifter for the six-speed manual gearbox visually separated the Final Editions from other GTSs.
This particular GTS Final Edition is #51 out of the 360-unit production run. Since leaving Dodge’s Conner Avenue Assembly Plant, it’s been driven only 10,847 miles. The combination of that gentle use and full-body paint protection film means this special Viper looks much newer than its model year would suggest. Luckily, its previous owner resisted the urge to modify it and left it as Dodge intended it to be. The big V10 is stock, although the eye-catching 18-inch chrome wheels have new Michelin Pilot Sport tires. Those will come in handy because, even in 2025, 450 horsepower and 490 lb-ft of torque is a lot to handle.
Your chance to place the winning bid on this piece of Dodge Viper history is coming up soon. The Barrett-Jackson 2025 Palm Beach Auction will heat up South Florida with hot cars and high-octane fun April 24-26.
One of the most exciting things about reviewing a vehicle is using it for its intended purpose. Yes, a C8 Corvette has great curves and sounds mean, but it’s most satisfying when you drop the hammer and fly down the road. Testing the Mercedes-AMG GLS 63 several years ago was more enjoyable because I was able to fill all three rows of seats with my friends. Off-road SUVs are meant to be put into 4LO and taken into the wild. When I learned I would be getting my hands on a 2025 Toyota Sienna Platinum, I got excited because I knew I would be testing the luxurious minivan not just as an automotive writer, but as a dad and family man.
WHAT’S NEW When it was introduced as a 2021 model, the fourth-generation Sienna was a radical departure from its predecessor. Not only did it have a dramatic front end inspired by the design of Japan’s Shinkansen bullet train, but it also was only available with hybrid powertrain. For 2025, you can consider the Sienna having a mid-cycle refresh: the exterior updates are subtle and include color and trim changes as well as new wheel designs for the Woodland Edition and Platinum model, which gets two-tone 20-inch rollers. A new Hybrid Electric Vehicle badge reminds onlookers of the choice Toyota made years ago.
The bulk of the revisions to the 2025 Sienna are on the inside. All trim levels come equipped with dual microphones for better call clarity, cabin-wide USB-C charging, and a new, faster-charging fifth-generation Qi wireless charger. New colors join the palette of available options and come paired with different finishes for the center console, which has a woodgrain look in the Limited and Platinum models. Most importantly, the 2025 Sienna is the launch vehicle for Toyota’s Advanced Rear Seat Reminder system, which uses millimeter-wave radar to detect movement in the second and third rows before issuing an escalating series of alerts. XSE, Woodland Edition, Limited, and Platinum grades receive a customizable 12.3-inch digital gauge cluster; only the Platinum gets a 10-inch head-up display, built-in vacuum, and FridgeBox cooler as standard equipment. My Platinum press loaner was optioned with the digital rearview mirror camera and a few small protective accessories, which took it from a base price of $56,145 up to an as-tested price of $58,774.
BABY ON BOARD This past January, my son Hayden was born. Not only has he changed my life for the better, but he also changed the way I look at vehicles. Now, one of the first questions that pops into my head when I get the keys to a new review vehicle is, How does it handle a car seat and a stroller? After a weekend of running errands and shopping with my wife, mother-in-law, and son, I learned the answer is “very well.” After opening the passenger-side power sliding door with just a wave of my foot, I didn’t have to move the front passenger seat forward to accommodate Hayden’s car seat in the second-row captain’s chair. Folding the third row of seats down freed up a total of 75.2 cubic feet of cargo space, which was more than enough for my little guy’s collapsible stroller. Even when the back row was up, I was easily able to fit the stroller into the deep cavity behind it.
During a stop at Old Navy, where I was glad to stay with Hayden in the Sienna while the ladies shopped inside, I had a chance to enjoy one of the highlights of the Platinum model. I pushed the driver-side second-row seat back, reclined, and deployed the ottoman. It was a relaxing, luxurious way to pass the time while keeping an eye on my boy.
FAMILY MATTERS The Sienna turned out to be as comfortable as it was capable. Every seat was a good one. All four people in the first two rows had their own climate zone. The digital gauge panel and 12.3-inch center touchscreen were large and legible. When it was cool in the morning, I could use the heated steering wheel and front seats; when temperatures rose in the afternoon, I simply pushed the button for the seat cooler. Whoever rode next to Hayden in the second row had her own heated seat. Although not every cup holder was large enough to hold my 17-ounce water bottle, there were plenty spread throughout the cabin. The same goes for the manual side sunshades—I expected to the see them in the middle row, but I was surprised that Toyota also installed a pair in the third row.
My wife and mother-in-law never leave our house without a cool beverage, and they didn’t have to leave the Sienna without one thanks to the FridgeBox. It didn’t take long for my wife to decide what she thought of the Sienna. Within minutes of being in it, she told me, “I want one of these.” Hayden seemed pleased with the ride quality. I could tell by looking at his beautiful, peaceful face as he slept.
STUFF SHUFFLIN’
After my family moved into our new house (a process which seems to never end), the last thing I wanted to do was fill another vehicle with housewares. But I was eager to see how the Sienna performed as a sort of domestic work vehicle, so I gladly helped load it with seasonal decor items bound for my mother-in-law’s storage unit. Given the shape of some of my cargo, I left the second-row captain’s chairs up, but lowered the rear seats. That configuration allowed me to carry a dining room chair, pop-up singing Santa Claus, and artificial Christmas tree split into two massive zip-up bags. After my mother-in-law and I unloaded the Sienna, she told me she wanted to bring four large totes back to the house. That pit behind the third row was so deep and roomy that, by the time I had all the bins in the van, it looked as if the bottom two weren’t even there. I was impressed.
THE TRADE-OFF
If you’re thinking a hybrid minivan doesn’t sound like the most engaging driving experience, you’re right—it’s not. The Sienna’s 189-horsepower, 176-lb-ft 2.5-liter I4; 180-horsepower electric motor and Nickel Metal Hydride battery produce 245 net horsepower. The engine sounds coarse and, although it has a certain sense of urgency under heavy throttle, the acceleration doesn’t equate to fun or excitement. Neither does the electric power steering or the stiff and stoic brake pedal.
You know what? That didn’t matter to me. I didn’t expect the Sienna to be a driver’s vehicle. I knew it was meant to be more of a tool than a toy. It did what it was built to do well, all while returning an average of 36.9 mpg over the course of 306.5 miles.
Ten years ago, I never thought I’d like a minivan. The Honda Odyssey and Chrysler Pacifica Hybrid changed that, but neither one of those made me want a minivan. The 2025 Toyota Sienna Platinum and my family changed that.
Ferrari hasn’t offered a manual transmission since 2012. It almost sounds like a travesty until you think about how racing is the raison d’être for the storied brand and how everything—including dual-clutch transmissions—trickles down from the racetrack. Now it seems that Ferrari may bring back the manual transmission.
Well, sort of.
The Ferrari California was one of two models to feature a manual transmission in 2012.
Even if you cannot afford a Ferrari, the lack of manual transmission is symbolic: if Ferrari doesn’t offer a manual, could that mean the whole world of sports cars and more will be moving towards techie transmissions that can respond faster than the punch of a mantis shrimp? That is what’s been happening, though there are certainly a few holdouts available in the American market. By now, enthusiasts have become used to cringing while reading road tests with performance and gas mileage metrics that lean in favor of automatics.
The 599 GTB Fiorano was the other model to feature Ferrari’s final manual transmission in 2012.
Car and Driver reports that the automaker is considering bringing back a manual transmission (gated, of course). In a conversation to the Australian magazine Carsales, Ferrari’s chief product development boss, Gianmaria Fulgenzi, went on record saying, “We are reaching the limit of performance in our cars. In Formula 1, it’s 2.3 seconds for zero to 100km/h. With the SF90 XX we are at more or less 2.5 seconds or 2.4 seconds – and that’s with four-wheel drive.” (Technology and the human body can only handle so much, it seems.)
It sounds absurd that a manual transmission may be necessary to dumb-down the Ferrari experience, yet the company has the perspective that manuals “detract from outright performance.” That being said, if a manual transmission becomes available, it won’t be across the board. According to Fulgenzi, the model to receive the option will likely be those within the Icona series “because it’s a car that represents our heritage, a car to be admired and to be driven in a certain way.” If ever a Ferrari is attainable, this isn’t the one.
Ferrari Monza SP2 was the second model of the Icona series (Image courtesy of Wikipedia)
The upside, if this ends up happening, is that we can hope that Ferrari will follow with a manual transmission for lesser models to give us groundlings something for which to aspire. Plus, maybe Ferrari’s influence will create more manual transmission happiness among all automakers as the world of personal transportation continues to evolve.
There are people in the car community who believe that you’re not so much the owner of a classic as you are the next person to care for it before it changes hands. Jay Leno didn’t just watch after the 1957 Volkswagen Beetle in the video below—he rescued it.
The previous couple who owned the Bug had it since the 1960s and drove it during several milestones in their lives together. Unfortunately, the climate in Colorado was not kind to the VW’s ungalvanized bodywork. Desperate to keep their beloved Beetle intact, even though it meant parting ways with it, the couple reached out to Leno and asked if he would be willing to restore it.
It’s clear what his answer was. But Leno and his crew of talented mechanics and specialists did more than restore this Type 1. While they had the rust-eaten remains apart, they decided to make some key upgrades.
A lot of new sheet metal was required, but it had to be tweaked here and there to fit correctly. Once that was done, the exterior was refinished in the original color, which appears to be Prairie Beige. Inside, the seats received new red vinyl upholstery.
The original engine was tossed out and replaced with a SCAT VW 1,600cc flat-four that produces a much higher 90 horsepower. Leno’s team equipped the new power plant with headers and paired it with a fully synchronized manual gearbox.
This Beetle has one other major upgrade. To find out what it is and how this salvaged icon performs on the road, click the play button below.
Are you a Chevrolet Corvette fan and not feeling the current C8? Does the missing manual transmission give you a conniption? Then check out this Corvette concept developed by General Motors’ UK design team as part of a global design project. The team is part of a new advanced design studio near Birmingham, England.
“As part of the Corvette creative study, we asked multiple studios to develop hypercar concepts, which we’ll see more of later this year,” says Michael Simcoe, senior VP of global design. “It was important that they all pay homage to Corvette’s historic DNA, but each studio brought their own unique creative interpretation to the project. That is exactly what our advanced design studio network is intended to do—push the envelope, challenge convention and imagine what could be.”
General Motors claims there is a multiple personality aspect to this futuristic Corvette, as the distinctive division between the top and bottom halves captures different elements. The top half is a futuristic take on Corvette design hallmarks like the backlite from the “Split-Window” ’63 and the peaked front fenders from the C3 that was introduced in ’68; the bottom half focuses on more technical aspects like channeling air efficiently without the need for wings or spoilers. In fact, if you recall the 1986 Corvette Indy concept and its evolved younger brother, the 1990 CERV III (the third version of the Corporate Engineering Research Vehicle), you can see how this current concept may be an heir apparent of sorts. History has shown that the production-ready mid-engined prototype didn’t take at the time, but the C8 gave enthusiasts (and, posthumously, Zora) their mid-engined Corvette.
CERV III at the GM Heritage Center (Image courtesy of Jim Culp/Flickr)
“Our advanced design team’s mandate extends well beyond creating production vehicles,” adds Simcoe. “While they collaborate within our global design network on production and concept vehicle programs, these teams are primarily tasked with imagining what mobility could look like five, 10, and even 20 years into the future and driving innovation for GM.”
Thanks to the new, 24,584 square-foot UK design studio (led by seasoned designer Julian Thomson), GM is showing its commitment to Europe as Cadillac makes inroads with its EV business, and as Chevrolet prepares to launch Corvette sales across the continent. It joins other regional studios that include Los Angeles, Shanghai, and Seoul (among others), all of which give valuable insights into respective customer and cultural trends “to drive ideation, innovation, and collaboration” across the organization.
The UK studio also has been working on a GMC concept vehicle in conjunction with GMC’s design team in Detroit; this will be revealed later in 2025.
When introduced in 1966, the Dodge Charger was not originally conceived as the muscle car it would become, but more of a personal luxury car that offered dramatic styling combined with good performance. It was designed to rival cars like the Oldsmobile Toronado and the Ford Thunderbird – not the muscle cars with which the second generation of the Charger would later compete.
The Charger styling embraced the fastback styling of cars like the AMC Rambler Marlin and also created a more sporting interior, featuring both front and rear bucket seats and a center console that went from the front all the way to the back-seat area. It also added a sports-car-inspired instrument cluster.
Sales of the original 1966 and 1967 Chargers were low. This was likely due to a design that many found a bit fragmented or incomplete: The combination of a fastback rear with awkward front and rear dimensions and a narrow track made the car look taller than it was. Despite this, or possibly because of this, I find the original Charger a very interesting design and the epitome of Jet Age awesomeness.
Powered by a professionally upgraded and rebuilt 383ci V8 backed by a four-speed manual transmission, this 1966 Charger is painted in Bright Red over a black vinyl interior. It is offered by the seller with a dyno test, display boards and a clear title.
This car has received a lot of work and looks to be an excellent example of one of these first-year cars. The seller states that this car is the recipient of total restoration, with over $65,000 invested. It is said to be a multiple-award-winning vehicle. Its performance-enhanced engine was professionally upgraded and rebuilt by Big Al’s Toybox in Gaylordsville, CT, and has been dyno-rated at 435 horsepower – much more than any 1966 Charger came with when new. It is also pretty rare, being one of just 2,809 Chargers built in 1966 with a 383ci V8 and four-speed manual transmission.
The exterior of this Charger looks excellent, and we can well believe it has won at more than a few shows. The exterior received a color change from its original Medium Turquoise (code KK1) to its current color of Bright Red. It includes some cool features, such as original hideaway rotating headlights and full-width taillights. The chrome trim all looks to be in as good a condition as the paint. It rides on stock 14-inch wheels with correct Dodge factory wheel covers and clad in 235/60 Cooper Cobra Radial G/T raised-white-letter tires.
The interior of this Charger, with its black vinyl seats in the correct pattern and material, exemplifies one of the coolest things about these cars. The look of the four buckets with the full center console (which includes the manual shifter and a raised clock) add a serious sporting flair and make these first-generation Chargers stand out from almost any car of the time. Combine that with the three-spoke wood steering wheel and full instrument cluster (which includes a 150-mph speedometer, 6,000-rpm tachometer, and oil pressure, temperature, alternator and fuel gauges) and it looks quite sporty from behind the wheel. This car has also received new carpet and pad in the passenger area, new seat belts, new window and door seals, and a set of Sunpro auxiliary gauges.
Under the hood is the factory-correct 383ci V8 that has been balanced and blueprinted, and bored .040 over. It features Edelbrock machined aluminum cylinder heads, a Weiand aluminum intake manifold, the awesome Holley Sniper EFI kit, and a Comp Cams Hydraulic roller camshaft a with Shaft rocker arm set and double roller timing chain. It also has a set of KB hypereutectic pistons and moly rings, Eagle forged H-beam rods, Howards Cams hydraulic flat roller lifters, an MSD ignition, Mopar Performance aluminum valve covers and an aluminum radiator.
Under the car is a Aeromotive Gen II Stealth fuel tank, the new power front disc brake system and a dual exhaust system. Recent additions also included a new brake master cylinder, as well as new upper and lower control arms.
If ever a car looked ready to go and enjoy, this one is probably the one. This has to be one of the single coolest first-generation Charger builds I have ever seen and is a car I would gladly park in my garage.
If you are a MOPAR fan and want to take a look back at the legend of MOPAR performance, this 1966 Charger is a great car to consider adding to your collection. It’s certainly something you don’t see every day at your local car show. Besides being immensely fun to drive, this Charger also likely has a few more show wins in its future. If you are interested, you should probably start bidding, as the auction for this 1966 Charger ends on this coming Monday, April 14, at 11:15 a.m. MST.
As I have grown as an enthusiast, I’ve developed nuanced perspectives that I didn’t have when I was younger. Most of my appreciation was for the peripheral and superficial, and maturity has brought me closer to a more sophisticated appraisal. Our Pick of the Day is like that—a car that requires nuance to understand its place in the muscle car world. This 1969 Oldsmobile 4-4-2 W30 convertible is listed for sale in ClassicCars.com by a dealership in Morgantown, Pennsylvania.
When comparing muscle car performance, we often focus on quarter-mile ETs for a showroom-stock vehicle. Glancing at old road tests, it’s often difficult to know how stock a vehicle was when there have been instances of tomfoolery from either the manufacturer or publication or both. Of course, the famous one was the 1964 Pontiac GTO tested by Car and Driver in its comparison with the Ferrari GTO—around 34 years later, Pontiac adman Jim Wangers admitted the car featured a 421 HO massaged by Royal Pontiac. Magazines also had different reputations with their 1320-feet sprints, with some being hot shoes with tuning and shifting, while others evaluated cars with two aboard. It could even be suggested that there were periodicals that lied about ETs depending on their relationship with the automaker’s PR rep.
And then there’s the nuance: several muscle cars were built to be modified. The Camaro ZL1 may be the most obvious example, but there are others. What about the Boss 429? Likely true, as the race-inspired big-block still carries a reputation that its stock configuration featured somewhat underwhelming performance—Hi-Performance Cars titled its road test “Boss Loss” though that’s absurd considering the test car ran the quarter in 13.34 seconds.
The 1968-69 Oldsmobile 4-4-2 with the W30 package is another such animal. Thanks to General Motors’ edict restricting cubic-inches to 400ci in a mid-size car, Olds had its hands tied and couldn’t use the 455 (enter the Hurst/Olds, but that’s another story), so Olds took another route with a radical camshaft featuring 328 degrees in both intake and exhaust, with 108 degrees overlap. Talk with many Olds folks and they’ll say it was too much cam for a stock engine, but it stands to reason that Olds recommended headers, which would also take advantage of the new separated center exhaust ports. Why compare apples to oranges when come cars were built to be modified?
Of course, being a W30, Oldsmobile included unique Force-Air Induction system that routed air to the carburetor via “mammoth functional air scoops” mounted under the front bumper. Red plastic front fender wells were another subtle identifying trademark of W30s of this era.
The 4-4-2 was heavily facelifted for 1969 and included a split grille and a hood with two planes from cowl to the front edge. 4-4-2s came standard with pinstripes outlining the planes but could be specified with W42 “dual hood pain patches” (included with the W30 package). Out back, the former horizontal taillights gave way to trapezoids that wrapped vertically from the trunk lid to the rear bumper. Of course, this being a 4-4-2, it featured a notched rear bumper with exhaust trumpets poking through.
W30s sold decently considering how impractical they were for the street: 1,389 built. That’s more than the number of Ram Air IV GTOs Pontiac built! When it comes to the convertible, only 121 W30s were built, with 30 featuring the TH400 automatic. This Saffron Yellow 1969 Oldsmobile 4-4-2 W30 is one of those. Other features include the Rally Pack instrumentation package, Deluxe pushbutton AM radio, rear speaker, power steering, three-spoke steering wheel, bench seat, head restraints, Super Stock II wheels, whitewall tires, Anti-Spin axle (required with W30), 3.91 gears, and heavy-duty radiator.
In the Oldsmobile world, you’re going to need documentation to prove W30 status if you’re going to spend the big bucks—this car has it, plus it has also been given a blessing by Steve Minore and his Rocket Report. Simply put, if you’re into the bumper-scooped 4-4-2s, few can top this W-Machine, with the asking price of $165,000 reflecting this.
Currently listed on AutoHunter is this one-family-owned 2006 Chevrolet Trailblazer SS, which has covered only 50,300 miles since new. Its SS badges mean it has an LS2 6.0-liter V8 paired with a 4L70E four-speed automatic; all-wheel drive delivers that power to the street. Finished in Bordeaux Red over a Light Gray cloth interior, this performance SUV is now offered by a private seller in Arizona with a CARFAX report and clear title.
The Bordeaux Red exterior comes equipped with fog lights, clear hood deflector, side pinstripes, power mirrors with body-color caps, window visors, running boards, rear mud flaps, polished exhaust outlet, hitch receiver, and trailer wiring plug.
A set of polished aluminum 20-inch wheels sets this SS model apart from regular Trailblazers. Those massive rollers come wrapped in 255/50 Michelin Defender LTX tires.
The Light Gray cloth interior features a power driver seat, power windows and locks, cruise control, tilt steering column, dual-zone climate control with air conditioning, AM/FM radio with a six-disc in-dash CD changer, compass and thermometer displays on the rearview mirror, and power sunroof. Rear passengers have their own HVAC vents and fan split dial, as well as a 12-volt power outlet. The passenger-side wall of the cargo area contains a built-in air compressor.
Instrumentation consists of an 8,000-rpm tachometer, 140-mph speedometer, and oil pressure, voltage, fuel level, and temperature gauges. The digital odometer currently shows 50,300 miles, which is in line with the 47,544 miles listed on the October 2024 CARFAX report.
Under the hood is an LS2 6.0-liter V8 that generates 395 horsepower and 400 lb-ft of torque. A 4L70E four-speed automatic and all-wheel drive deliver the engine’s output to the road.
In addition to a Sport Chassis Package, this Trailblazer SS is equipped with a sport suspension (resulting in a lowered and stiffer suspension), power anti-lock brakes with 12.8-inch rotors, and a limited-slip rear differential.
How old is the Honda CR-V? It depends on who you ask. It was officially introduced in 1995, but it didn’t reach the U.S. market until the 1997 model year. To mark 30, Honda Motor Europe came up with the CR-V “Dream Pod” Concept.
The Dream Pod was inspired by Japanese capsule hotels, which provide basic lodging at a price that’s lower than the cost of a regular hotel room. As the base for this bed-away-from-bed, Honda chose a CR-V e:PHEV, its first plug-in hybrid for the European market, which offers up to 49 miles of all-electric range.
The build team then converted the second row and rear cargo area into sleeping quarters. Egoe’s Nestboard 650 can accommodate two adults on its folding double mattress.
After a long day of exploring the outdoors, occupants can wind down in the “tech pods,” which have LED reading lights, pull-out side tables, and even USB charging ports. When it’s time for bed, the retractable blind behind the front seats and black-out shades for the rear windows can be closed to create even better sleeping conditions.
There’s more to the Dream Pod than that, though. The base of the Nestboard 650 contains a drawer that slides out to provide access to a stove, collapsible sink, and storage space for utensils, cutlery, and plates (no word on if there’s a dedicated spot for s’mores ingredients).
Given the CR-V’s official first year on the market, it makes sense that Honda chose one of its European models as the foundation for this custom build. Certainly there’s an appetite for this kind of gear here in the United States. Perhaps in 2027 Honda will commemorate the CR-V’s 30th anniversary in the U.S. with a similar build or by announcing it’s adding car camping/overlanding equipment to the list of available accessories. At the rate Honda’s been going with its more rugged models, maybe it’ll roll out a CR-V TrailSport. In the meantime, we’ll just have to wait to see if any of the Dream Pod’s equipment or—at the very least—essence becomes a reality.
