Journal Classic Cars

If you’re not good at telling one brand’s engine from another, perhaps the color may help. In the case of Ford Motor Company products of a particular era, they were painted a certain shade of blue starting in the 1966 model year.

As part of a branding effort, Ford wanted you to know that the sign of quality under the hood was painted the same hue as the Blue Oval logo that was so familiar to many people since 1927. Of course, Ford’s marketing department didn’t tell you this streamlined the production process as well.

From what I can gather, the use of “Ford Corporate Blue” engine paint did not last beyond 1981, around the time when several platforms were modernized.

I’ve seen the above notice sporadically appear online over the years. I do not know if it came from Ford, but it certainly reads like it did.

In a May press release about the updated CR-V lineup, Honda said the “CR-V is America’s best-selling CUV over the last 28 years and continues to set sales records, surpassing 400,000 units last year—an all-time best for the model.” There are many reasons for the model’s popularity, some of which I covered in my review of the 2025 Honda CR-V Sport Touring Hybrid. Another one I’ve learned by driving an older model is that the CR-V is a great road trip vehicle.

I’ve been on a lot of road trips in my life in a variety of vehicles, but I think I’ve put the bulk of that kind of mileage on my mother-in-law Liz’s 2022 CR-V EX-L. When it comes down to it, my wife’s Mazda CX-5 isn’t as roomy on the inside and my Hyundai Sonata doesn’t have enough cargo space. Within just a few years, I’ve driven the CR-V from metro Phoenix to Sedona and Flagstaff, Las Vegas, and Carlsbad, California. That’s not even counting all the times I’ve been a passenger in it on the way to places such as Jerome, Arizona, and on the way back from El Paso. What’s made it such a go-to vehicle when it’s time for my wife, son, mother-in-law, and me to get out of town?

LOW-KEY STYLING

In many ways, the Honda CR-V is well-rounded. It’s not too pricey, not too indulgent, not too sporty. Visually, it strikes a similar balance. As a crossover, it’s essentially a two-box design, but it has enough angles and curves to make it a little more interesting. At the same time, it’s not what I’d call a flashy vehicle—even in its lustrous Radiant Red Metallic finish. It’s easy to make good time to your destination when you don’t have people coming up to you at gas stations to ask questions about what you’re driving.

FREAKISH CARGO CAPACITY

I was impressed by the CR-V’s ability to swallow luggage and gear before I ever drove it. My MIL and my late FIL Hugo used to go on trips in it and I remember Hugo would always pack an absolutely giant duffel bag as well as two desktop computer monitors so he could work remotely. By the time Liz added her stuff, the rear cargo area of the CR-V was stacked to the ceiling. Sure, the rearward visibility was reduced to zero, but I marveled at my in-laws using every single one of the CR-V’s 39.2 cubic feet of cargo space behind the second row. I was also impressed by the sheer amount of stuff such a modestly sized vehicle could hold. These days, the CR-V has no problem fitting my son’s smaller travel stroller and enough luggage for a short trip.

COMFORT FOR ALL

Both rows of the CR-V EX-L’s Gray leather interior are a pleasant place to be. Up front, there’s a leather-wrapped steering wheel with controls for the audio system and the adaptive cruise control (such a nice thing to have on an out-of-state trip), dual-zone automatic climate control, leather-wrapped shifter, Apple CarPlay and Android Auto, and Brake Hold (great for when the flow of traffic slows to a trickle). Even when my son Hayden is riding in his bulky car seat in the back, my wife still has enough legroom in the shotgun seat.

The second row offers adult-sized legroom, a pair of HVAC vents in the back of the center console, fold-down center armrest with cup holders, and reclining seatbacks.

PLEASANT RIDE QUALITY

Thousands of miles driving and riding in the CR-V has shown me just how well Honda set up its suspension. Even on rough roads (especially the one to Vegas), it’s gentle and compliant without feeling floaty or sloppy.

RESPECTABLE POWER

My MIL’s front-wheel-drive CR-V has a turbocharged 1.5-liter I4 under the hood. Factory-rated at 190 horsepower and 179 lb-ft of torque, and hooked to a CVT, it’s built for practicality, not speed. As modest as the CR-V’s engine may be, it’s never left me needing more, even on the uphill drive to Arizona’s “High Country.”

WALLET-FRIENDLY FUEL ECONOMY

No matter how much I enjoy a long drive with my family, I don’t want to extend it with frequent stops to gas up. Luckily, the ’22 CR-V with FWD has fuel economy figures of 28 mpg in the city, 34 on the highway, and 30 combined. That means more time for pounding out the miles, but fewer chances to get a cold fountain drink (sorry, My Love!).

Given how low the mileage on my MIL’s CR-V is, I envision my multigenerational family taking several more road trips in it—until Hayden has a sibling. Then it’ll be time for me to get the minivan of my dreams.

At the Petersen Automotive Museum in Los Angeles, you can check out three floors of antique, classic, modern, and exotic cars plus all the rarities in the Vault. But if you wanted to see how all those stunning vehicles are maintained and preserved, you couldn’t—until recently. The Petersen is now selling tickets for its Workshop Tours.

During the Workshop Tour, 25 attendees get to see how the museum’s mechanics, technicians, detailers, and porters keep the exhibit vehicles running and looking their best. The cars in the Workshop change regularly; one that previously received some TLC there was a 1993 Bugatti EB 110, the 552-horsepower, V12-powered product of the iconic brand’s 1990s Italian renaissance.

As part of the walk-through, museum staff will also take visitors on a guided tour of the Vault, which currently houses a 1939 Bugatti Type 57C Atalante, 1948 Tucker 48, and 1957 Mercedes-Benz 300 SL “Gullwing.”

The Workshop Tours are only available on Saturdays; tickets are $99 for adults (18+) and $50 for children 17 and under. Each ticket also includes general admission so, once the guided tour is over, you can begin the free-roaming tour of the museum’s various exhibits, such as The Wedge Revolution: Cars on the Cutting Edge and GM’s Marvelous Motorama: Dream Cars from the Joe Bortz Collection. For more information on the Petersen Automotive Museum’s Workshop Tours, click here.

Right now on AutoHunter, you can find this restored 1968 MG MGB GT. It features several significant updates, including a reupholstered interior and a rebuilt 1.8-liter inline-four engine mated to a rebuilt four-speed manual gearbox. Finished in red over a black cloth and vinyl interior, this Mark II MGB is now offered by the selling dealer in Arizona with maintenance records and a clear title.

The red body features chrome bumpers with guards, bright window and body side trim, lift-up rear hatch, external fuel cap, and single exhaust outlet.

A set of 175/70 Hankook Optimo H724 radial tires surround the 14-inch wire wheels.

Under prior ownership, the front bucket seats were reupholstered in black cloth and vinyl. Interior features include replacement floor pans, wood-rimmed steering wheel, rack-and-pinion steering, radio delete, floor-mounted manual shifter, and black vinyl low-back rear bench seat.

The Smiths instrumentation consists of a 7,000-rpm tachometer, 120-mph speedometer, and gauges for the fuel level, oil pressure, and temperature. The odometer shows 67,821 miles, but the title for this vehicle indicates it’s mileage-exempt.

Both the BMC (British Motor Corporation) B-series 1.8-liter I4 and the four-speed manual transmission were rebuilt in 2021. The engine came from the factory offering 95 brake horsepower at 5,400 rpm, and 110 lb-ft of torque at 3,300 rpm, with 8.8:1 compression. Recent updates include new fluids and rebuilt dual carburetors.

This little British hatchback holds the road thanks to an independent front suspension and semi-elliptic rear springs. The braking system, which includes front discs and rear drums, was completely overhauled.

You can see this 1968 MG MGB GT in action in the video below. To see it parked in front of your house, you need to place the winning bid. Do that soon because the auction ends on Wednesday, September 10, 2025, at 11:45 a.m. PDT.

Visit the AutoHunter listing for more information and a photo gallery

Today’s Pick of the Day from ClassicCars.com is a 1954 MG TF offered by a dealer in Morgantown, Pennsylvania.

The MG T-Series cars started the sports car craze in America. When servicemen brought their MG TCs back to the U.S. after World War II, Americans had not seen anything like them before. These small sporting cars handled better than anything built in North America. They also looked great, which helped sell thousands of T-Series cars in the U.S.

After the prewar-based MG TC came the more modern yet still classic-looking TD, followed by the final T-Series car—and the one many think of as the most beautiful of them all—the MG TF.

The TF incorporated the headlights into the fender, making for a more streamlined look. The interior was also upgraded, with the bench seat replaced with buckets and the dashboard now featuring octagon-shaped gauges similar to MG’s earlier sporting cars of the 1920s and ’30s.

The MG TF, though, was not a success, as cars from Triumph and other manufacturers began offering better performance and more modern amenities. MG sold a total of only 13,002 MG TF models—not a lot when compared to the almost 30,000 TDs sold.

The seller states this 1954 MG TF roadster has been driven only 1,000 miles since its 1999 restoration and has 75,404 according to the title. This is an award-winning example with a long list of First Place awards and a “Best Of” at British car and MG gatherings in the Philadelphia region. If a T-Series has been on your radar, the seller maintains this one should be seriously considered—and I agree, as it looks like a great car, with tens of thousands of dollars spent on the restoration.

Looking at the photos, everything appears correct, something not common on many T-Series vehicles. It often seems as though people feel they have a better idea and try to upgrade these cars with things like incorrect wood dashboards and then go cheap and use vinyl on the seats. This is not one of those cars.

The exterior looks excellent and is painted in the correct MG TF color of MG Red. The chrome not only looks correct but also appears to be in as good of shape as the paintwork. It is both correct and nicely done.

The interior is the same, with the correct red leather used on the seats. All trim looks like it should for a correctly restored car. I simply love this car’s octagon gauges and the original steering wheel.

Under the hood is the correct, clean, and show-worthy 76.3ci inline four-cylinder XPAG engine, which was factory-rated at 57.5 horsepower. It is fed by a pair of correct SU carburetors with the correct air cleaners. The correct four-speed manual transmission sends power to 4.875 gears in back and drum brakes are on both the front and rear wheels.

This car also features wire wheels (optional at the time), which I feel every TF needs to look its best.

This TF is also super-clean underneath. The maroon paint used on the engine block also shows on the transmission for a bit more dress-up appeal. The single exhaust flows through a stock-style muffler. The suspension consists of coil springs up front and leaf springs in the rear. The hardware, knuckles, wiring, and frame are all clean and show-worthy.

The seller also includes a drivability report in which (s)he describes this MG TF as a well-sorted show car that provides a trouble-free ride and, despite the horsepower numbers, delivers a spirited drive that—with the top down and low seating position—can only be described as exhilarating. It is a completely analog driving experience, the very essence of what driving a classic British sports car should be and nothing else. The seller adds that everything works, including all light gauges.

If you want a great example of the epitome of a classic British roadster, this MG TF is just the ticket—and, at $36,900, is very nicely priced. Act fast or it will be gone.

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

This is a good time to be a Ram truck enthusiast. A few months ago, Ram promised the 5.7-liter Hemi V8 would be returning to the 1500 lineup for the 2026 model year. More recently, Ram announced its Hemi-powered half-tons are now on their ways to dealerships. And those who want more sound of the high-performance Ram 1500 RHO now have two new MagnaFlow exhaust options, thanks to the Direct Connection Affiliated Accessories program.

When the Ram 1500 TRX went extinct, the Hurricane twin-turbo straight-six-powered RHO took its place as Ram’s apex predator. Although the RHO produces 540 horsepower and 521 lb-ft of torque, it’s much less potent than its 702-horsepower predecessor, plus it can’t match the sound of a big V8 (a lesson second-generation Ford F-150 Raptor fans learned). To help fill in some of that sonic gap, Ram is offering two MagnaFlow cat-back exhaust systems through the Mopar eStore or your local dealership.

The $2,089 SPEQ Series and $3,099 xMOD Series setups have the same basic hardware. Both feature full stainless steel construction, three-inch mandrel-bent tubing, MagnaFlow mid-pipe chamber with the company’s No Drone Technology (aka passive noise cancellation), Tru-X X-pipe, pair of five-inch black chrome tips, and two years of warranty coverage.

What separates the xMOD system from the SPEQ package is the level of customization and the sound it produces. The xMOD allows buyers to mix and match different components. There are three different exhaust valve modules: Street, Speq, and Comp, in order of increasing loudness. The standard mid-pipe module is integrated with the exhaust valves, but the next level up has a valve-delete design that keeps them open for more sound. Whereas the SPEQ system sounds balanced during normal driving and more vocal under acceleration, the xMOD has “six unique exhaust sound combinations, ranging from sporty to pissed off,” according to Stellantis.

There may be no replacement for displacement but, as the third-generation Ford F-150 Raptor showed me, an exhaust can make a difference. The 2017 Raptor I tested had power but no vocal presence; the 2021 model I reviewed for The ClassicCars.com Journal (equipped with an X-pipe and a “trombone loop”) made a much more satisfying sound. To hear the Ram 1500 RHO’s Hurricane blowing through one of the new MagnaFlow systems, turn up your speakers while you watch the video below.

Collector Car Network Media spotted something truly special during Monterey Car Week: a BMW M1 Procar, one of only 54 built for the legendary 1979-1980 one-make racing series. In this video, we take you through its history, from BMW Motorsport’s decision to create its first M car to the iconic Procar battles featuring Formula 1 stars such as Niki Lauda and Nelson Piquet. This particular example, delivered new to Porsche sales and motorsports icon Vasek Polak and never raced, is a time capsule of late-1970s engineering, and features a Giugiaro design, a spartan race car cockpit, and a 470-horsepower M88 straight-6capable of nearly 190 mph. In the race to buy this piece of automotive history, one bidder outran everyone else with a winning bid of $1.6 million.

This video is sponsored by 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.

Today’s AutoHunter Spotlight is a 1968 Chevrolet Camaro located in Oregon City, Oregon. The auction ends Friday, September 5, 2025, at 12:00 p.m. PDT.

I am often asked by people interested in buying their first collector car about what a good choice would be. If they want to buy an American sporting car, I always have the same answer: Camaro or Mustang.

The reason is simple. Both the Camaro and the Mustang are fun to drive, great to look at, and instantly recognizable by non-car people as the true collector car icons they are. In addition, both the Camaro and the Mustang have some of the best support for parts and service. At heart they are very simple cars to service and repair. They can be great cars to own for someone who wants to learn about car repair and deepen their bond as an owner.

Another benefit is that there is basically a Camaro or Mustang to suit just about every budget, from inexpensive six-cylinder cars to super-rare-optioned ones. No matter how much money you have to spend, there is likely a Camaro or a Mustang that fits the bill.

Of the two cars, I honestly prefer the Camaro. Not only is it less common, but there also is something just a bit more special about the Camaro for me. Maybe it was the timeless styling, or perhaps it was the time spent riding in and driving my high school best friend’s 1968 model and the adventures we had with Ozzy on the stereo and both of us getting up to various antics. Whatever the reason, the Camaro (especially the 1967-69 models) holds a special place in my heart.

The 1968 Chevrolet Camaro featured as today’s AutoHunter Spotlight is so close to my high school friend Jody’s car that, if you had swapped this one out for his, we might not have noticed.

The seller describes this second-year 1968 Camaro as powered by a 350ci V8 mated to a two-speed automatic transmission. Finished in red over a black vinyl interior, this classic is offered with a clear title.

The exterior of this Camaro looks to be in good shape. It was originally Butternut Yellow (in my opinion a boring color for these cars) and was repainted in red with a black accent stripe on the nose. The seller states this Camaro underwent a restoration, which I am guessing is when the color was changed. It looks like the work was well done, as the exterior is quite nice.

The car rides on Chevrolet 15-inch Rally wheels clad with staggered 215/40 front and 255/60 rear Tornel radial tires.

The interior was originally equipped with a front bench seat and center arm rest, which is on the rarer side for Camaros. These are covered with correct-pattern black vinyl. Other interior changes include an aftermarket Boss Audio Systems stereo and dash-mounted aftermarket gauges for oil pressure and water temperature. Overall, the interior looks to be in excellent condition. While purists might not like the seat change, I would never want a bench seat in a Camaro – not only do they look weird in a sporting car, but they are also less comfortable.

Under the hood of this Camaro is a 350ci V8 that has a chrome dress-up kit and the spectacular Holley Sniper EFI system. Forget about carbs—this system is better and more reliable in every way and offers the unique combination of increased performance and reliability. It also features an aluminum radiator with electric fans.

There are other mechanical changes as well, including tubular A-arms with poly bushings, power front disc brakes, and a dual exhaust system.

The overall condition of the car and the changes made to it make this a classic first-generation Camaro you can drive every day, take on tours, and show off with pride at a local car show.

If you are in the market for either a first classic car or simply another classic car to drive and enjoy, take a hard look at this tastefully modified 1968 Chevrolet Camaro as a potential choice. If you are interested, though, you have bid on it. The auction for this ends Friday, September 5, 2025, at 12:00 p.m. PDT.

Visit the AutoHunter listing for more information and a photo gallery

We can look at brochures and dealer books and learn what was available for a particular model year, but those won’t provide a complete picture of things as they evolved over the model year. Our Pick of the Day is one of those cars that you won’t find in most literature; that’s because it was a promotional package created by a marketing department early in the calendar year. This 1967 Plymouth Belvedere Silver Special two-door hardtop is listed on ClassicCars.com by a dealer in Elkhart, Indiana.

The Silver Special name has been used by Plymouth since 1958. It was first applied to a mid-year promotion for Plaza two- and four-door sedans to kick sales up a notch. Equipped with whitewall tires, deluxe wheel covers, fender ornaments, and anodized aluminum “Sportone” side trim with a matching metallic silver roof, the Silver Special was a nicely dressed version of Plymouth’s cheapest model.

The Silver Special was revived for 1966, though now applied to the Fury II four-door sedan. The Silver Special was available in five colors (white, light blue, light metallic blue, dark metallic blue, and silver) and included these extras as standard equipment: whitewalls, deluxe upper door moldings, special wheel covers, and a blue vinyl interior.

The Silver Special reappeared for 1967, now based on the Belvedere II two-door hardtop and four-door sedan—again, a specially equipped, specially priced mid-range Plymouth. “It worked before…work it some more,” said the special brochure created for this promotion. There were two packages available: Package A included Buffed Silver paint or any other regular color save Light Tan metallic, a special silver and black vinyl interior, deluxe wheel covers, whitewall tires, and sill moldings; Package B added a special textured vinyl top in a silvery charcoal color. If air conditioning or a 383 four-barrel was ordered, a $50 discount for each was implemented.

You may not have heard of the Silver Special because, other than the special interior,  there’s not much that makes it stand out from your typical Belvedere II. Additionally, the Belvedere II was not a performance model, so it’s often modified by enthusiasts, sometimes losing its identity. According to the seller, this Gold metallic 1967 Belvedere Silver Special has what’s “believed to be 21,500 original miles,” adding that it is powered by a “well-built, fuel-injected 360 cubic-inch V8 backed by its 3-speed automatic transmission” that “has been nicely upgraded with Hooker long tube headers, aluminum heads, Edelbrock mild-rise EFI intake manifold, Edelbrock electronic fuel-injection, and aluminum radiator with electric puller fan.” Other features include power front disc brakes, an aftermarket Optimus AM/FM stereo with a cassette player, and more.

Sure, there’s nothing on the outside to show that this Plymouth is more interesting than any other Belvedere out there, but the silver lining is in the cabin. For $34,995, is this Mopar gold?

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

My kiddo turned six less than a month ago, so he was ripe to visit Disneyland. As we needed a car, I happened to notice one of the cheaper rentals was a Tesla Model 3. Intrigued with the prospect of not having to pay for the highly taxed California fuel, I thought it was a win-win.

In fact, both my wife and I rented Tesla Model 3s—no, this wasn’t some strange his-and-her rental as much as having different travel schedules on the upcoming Sunday, as I was slated to judge a class at the San Marino Motor Classic, and she didn’t want to stick around and take a late flight.

Luckily, our check-in attendant told us how to use the key (really, a card) and the shifter (not unusual these days) because, after all, they needed to be reinvented by some brave somebody who probably is not from Detroit. She also deflated my hope about refueling, saying I needed to return the Model 3 with at least a 70-percent charge or I would incur a fee of $30 or so.

A seasoned enthusiast knows that once the seat is adjusted and the seat belt inserted, it’s time to adjust the mirrors. Noting the minimalist interior layout and lack of buttons for anything, I went into the menu of the large center display and was able to find instructions on how to adjust the mirrors, with all selections—including left and right mirrors—requiring tedious input.

When I exited the facility, I was curious where my wife was—it seemed she didn’t know how to get the car moving and had to call our Tesla friend to guide her.

Once we were both on our way headed to Santa Clarita, my wife called me and asked, “How do I adjust the mirrors?” and “Why is this car is such a POS?” Her steering wheel was peeling, and she felt the whole car rattled. I explained to her that some people drive rentals like they hate it, yet her feeling of uncertainty from a rental was unacceptable. We let it slide.

After a 45-minute ride, here were my initial thoughts: thrust was impressive and seamless, but my rental was about as rickety as my wife’s. There was under 60,000 miles on mine, so I was not impressed by the Model 3’s integrity. Ditto the screen—I prefer knobs and buttons for many functions buried in menus, and there’s pretty much nothing of the former on this Tesla. Also, for such a minimalist vehicle, I was surprised by the lack of a heads-up display. Visibility was impressive.

Yet what impressed me the most was this feature on the screen that showed my position on the road, along with the position of surrounding cars. It was a small-yet-easy-to-see portion of the screen, somewhat like a sidebar to the navigational map. However, after chatting with my boss, he showed me on his own Model 3 that he could enlarge it to take up the whole screen.

After working at the car show, I stopped by Mercado Buenos Aires to pick up baked goods for my dad, then drove around looking for a Supercharger. All I had to do was press an icon on the screen and it showed me the local Supercharger stations. Alas, the one I went to on Washington near Culver City was nonexistent, though I did see a private parking garage with chargers. Unsure what was proper, I subsequently drove closer to the airport, getting off at the Slauson exit. During this time, I called our Tesla friend, who told me Tesla leased the space, and I would have been allowed in the private garage. True? Too late now!

When I arrived at the Supercharger, I was at 35 percent. I hope there’s room for me because I have a plane to catch! I plugged it in, then asked a neighboring Tesla owner what I needed to do. She told me the one I was at wasn’t working, so I moved closer to her, plugged in, and waited. She said it was running slow, which was true because I waited a nerve-wracking 45 minutes to achieve a 75 percent charge. As the airport was 10 minutes away, I thought I could return the car with at least 70 percent—luckily, that was correct.

Tesla owners swear by them, which I always find intriguing considering several quality issues they tolerate and ignore. I’m intrigued by the fuel savings over my wife’s suburban assault vehicle, as we already pay $X.00 for fuel, which is likely more than a Model Y payment would be (including the cost to charge at my house). And how much would my insurance increase? But, man, range anxiety is real! Sure, I wasn’t running out of charge—I just needed to have the charge at 70 percent without missing my flight—but having to find a Supercharger for the first time, combined with not knowing the ins and outs of charging and charging times, was stressful. Thankfully, I had Pre-TSA, so that allowed me to enter the airport and slide into the terminal with no issues despite carrying luggage and a light sabre.

I still desire a utility vehicle that features a manual transmission, but I could really appreciate the display showing surrounding cars. It’s a safety feature that I can’t say I have seen in another vehicle, though my experience with EVs is small.