General Motors originally intended for its new personal luxury car to be a Cadillac. However, the luxury brand passed on the opportunity and Buick subsequently won the opportunity, with the Riviera becoming an instant classic. Fast-forward eight years and we had the “Boattail” Riviera—can you image our Pick of the Day as a Cadillac? This 1972 Buick Riviera is listed for sale on ClassicCars.com by a dealership in Kentwood, Michigan.
When the redesigned Riviera was introduced in 1971, it was at the dawn of unleaded fuel. General Motors had decided to lower compression a year earlier than the federal mandate, so the standard 315-horsepower (255 net) 455 featured 8.5:1 compression. Opt for the GS Handling Package and horsepower was bumped up to 330 (265 net).
“This classic, new design is a triumph of automotive styling,” said Lee Mays, general manager of Buick and vice president of General Motors, “and will assure the Riviera of continuing g its established reputation as the leader in the personal luxury car field.”
Little was changed for 1972. Under the hood, as net horsepower officially took hold, power fell by five for both engines, the victim of additional, marginal pollution controls. The louvers on the trunklid, part of GM’s new “Full-Flo” ventilation system, were eliminated after reports of moisture and exhaust emissions seeping into the cabin. An eggcrate grille was a noticeable update, while the taillight lenses were a much more subtle change. New was a power sunroof but, otherwise, the Riviera was little-changed.
It may be difficult to imagine that Bill Mitchell had reservations about the Boattail Riviera, but that is because its design was compromised from concept to production. The sleeker, more dramatic design of the mock-up was somewhat replicated with the Silver Arrow III show car that was introduced at the 1972 Detroit International Auto Show. It featured tech-y items like MaxTrac (an early, electronic traction control system), a pair of third brake lights mounted on the roof (an idea adapted for the 1974 Riviera), and four-wheel disc brakes.
Today, the Boattail Riviera seems to resonate with the younger crowd, unaware of the baggage it may have. This 1972 Buick Riviera nicely reflects the strengths that has made the Boattail an intriguing collectible. Originally ordered in code 54 Champagne Gold, the exterior is complemented by Saddle Madrid-grain expanded vinyl interior with a custom notchback 60/40 front seat. “Recent maintenance includes a new transmission pan gasket, new gas tank, new valve cover gaskets, new radiator, a fresh tune-up, and fluid change,” says the seller. Options include air conditioning, fiber optics, power windows, tilt wheel, gold longitudinal protective trim, remote driver-side mirror, pushbutton AM radio, clock, and Buick’s famous chrome road wheels.
Nineteen seventy-two does not tend to be thought of as a high point in Detroit. This Riviera is one of the few shining stars in what was beginning to be a miserable era, though it would be a shining star in any era. And, for $27,900, you don’t have to be from Gen Z in order to appreciate and buy it.
You can read Part 1 of this story by clicking here, and Part 2 of this story by clicking here.
Our 1957 Chrysler Super Dart 400 by Ghia hit a few small snags before getting to Pebble Beach, but after replacing the battery that finally arrived and a fuel filler seal, it was loaded up on the Passport Transport trailer and made its way to Monterey.
I arrived in Monterey on Monday, August 11 at around 1:30 p.m. and, after checking into my room, took a quick trip over to the Automobilia Collectors Expo, which is run by my friend Ben Horton of Hortons Books. This is the first year I did not end up with a suitcase full of books due to the show, but it wasn’t for lack of wanting. The Expo is a hidden gem of Monterey Car Week. If you are looking for manuals, vintage brochures, original factory tool kits, or any other car related collectibles, this is the place to find them.
After leaving the Expo, we headed to Tarpy’s Roadhouse for a dinner I hosted with friends. It was a lot of fun to reconnect and get ready for a busy week, getting tips about Pebble from those in attendance.
Dinner at Tarpy’s Roadhouse
The next morning was our first opportunity to see our car in Monterey, so I called the driver and then went to the polo field truck parking at Pebble to see if everything looked okay. He opened the gate, and we took a look at things. All seemed in order, so we thanked him for opening the truck up and told him we would be back Thursday morning at around 6 to get ready for the tour. After that we headed over to the Broad Arrow Auction at the Monterey Jet Center for an advanced preview. My favorite at this sale was the 1971 Porsche 914 in Willow Green – a 100% original 31,000-mile car. In fact, I liked it so much that I bought it for the Maine Classic Car Museum on Thursday afternoon. The day ended with dinner and back to the hotel for sleep.
The next day started early, with me up at 6:30 to get ready for back-to-back auction tours. I had breakfast with my friend Nick and the rest of the Bonhams staff at the Wagon Wheel and then headed to the auction site to plan my tour route.
In the midst of planning, my friend Ian, a specialist at Bonhams, asked if I was free for a few minutes. He did this from the seat of a Bentley 8-liter, so naturally I said yes and hopped in. We took a fast and fun ride and it was one of my favorite experiences from the entire weekend. If you ever get the chance to ride in or drive a W.O. Bentley, I insist that you do – there is not a more exciting prewar car in the world to be in at speed.
The Bonhams tour went off without a hitch at 10 a.m. sharp, with about 60 auction tourists in attendance. All seemed to have fun on the two-hour tour of the cars at the sale. My favorite was the 1986 Group A Season championship-winning 1984 Nissan Skyline RS “Type DR30” Turbo Touring Car. This car is the stuff of legend in Japan and among U.S.-based Japanese racing fans, and at no reserve seemed like a bargain. In fact, it was a serious bargain, as it sold for only $52,640.
I next headed to RM Sotheby’s. The tour was packed, with more than 60 people in attendance. The highlight for me at this sale was the 1968 Alfa Romeo T33/2 “Daytona.” This stunning piece of rolling racing sculpture was at the other end of the price spectrum, with an estimate of more than $1 million.
After my tour was finished I was catching up with some friends at RM and my phone rang. It was my driver. He let me know that all was good, except the Super Dart’s battery was dead. It was 4:15 p.m. and I was a bit stressed. I said I would be there in an hour with another battery – but then started to worry how I was going to procure a battery and then get to the polo field in an hour. After calling some auto parts stores in Seaside, I remembered my friend Joe Beal’s shop Classic Coachwork was two blocks away. I called Joe and asked if he might have a vintage-style Type 24 battery. He did. We ran over there, got the battery, put it in the trunk of my BMW 760i press car, and made our way quickly to the polo field truck lot. The battery was installed, and the car started and ran fine. I had my driver Andy reload the car and then headed back to the hotel due to the early start time of the next day’s tour.
The following morning, we got to the car at around 5:30 a.m. It was already out of the trailer, with the new battery installed and lined up at the gate for the tour. We were released at about 6 a.m. and lined up with the rest of the cars.
The morning before the tour start, I ran into what seemed like every one of my friends in the car hobby. Wherever I went I saw more familiar faces. Seeing and talking with them was the best part of the entire experience at this point.
At 9:30 we loaded up the car with John Sacramento, owner of Sport and Specialty Restorations, along with car owner Miles Prentice and his son Gene, and got ready to go.
The Pebble Beach Tour is probably the most mechanically challenging thing about showing at Pebble Beach. It is a 75-mile drive from the Pebble Beach resort grounds to Big Sur and back. The road down is closed, so making your way there does not involve traffic, which makes things easier. The experience of arriving in front of the stands at Pebble with thousands of people cheering you on is simply amazing.
We made our way along California’s famous Highway 1 to Big Sur, and everywhere along the way there were people crowded on the sides of the road. Sometimes it was a bit sketchy, as they are often in the road at times, so you have to be quite careful. The views were amazing and the lack of traffic on the way down, with the exception of other tour participants, made it all the more stunning.
The way back from Big Sur was a bit more challenging, as northbound Highway 1 is open to regular traffic and people seem dead set on cutting off million-dollar cars at every opportunity. The going is also much slower, leading to lots of stop-and-go traffic, something many old vehicles hate, resulting in a fair number of tour cars stopped on the side of the road with hoods up on the way back. Our Super Dart, though, made it back without a hitch, the temperature never rising above normal. The owner and his son had as good a time as we did, captivated by the views of the ocean and the other cars. I may not enjoy watching the tour, but being in it is simply incredible.
At the end of the tour, we headed back to the truck lot and, after some minor cleanup, put the car back in the trailer. We let our driver know we would be back to do a final pre-show cleanup Saturday afternoon. We then headed to dinner with the Gene and Miles Prentice from the Maine Car Museum and some friends.
Friday saw me at The Quail, A Motorsports Gathering, for a few hours. This is a very expensive event to attend but includes all the food and drink you can consume. Originally The Quail was a lifestyle show for vintage sports and racing cars, but it has been elevated over the years to include new-car intros by high-end manufacturers and leaned even more into the lifestyle segment. I spent the day there, looking at all the cars on display and enjoying the food and drink, while catching up with my friend David Lillywhite, the founder and editor of Magneto and Octane magazines. After seeing all the event had on display, I found my two favorite cars. The first was the new Morgan Plus 4. Now I have loved the Morgan marque for decades but have never fit comfortably in their cars. This new model, however, seems as if it was created just for me. In addition, it has the finest build quality I have ever seen in any Morgan. Yes, I now want one.
The other car that blew me away was at the classic Honda display on the lawn. This display sold some very cool classic Honda merchandise and also featured their legendary RA727 F1 car. I had never seen this car in person, and it was great to do so for the first time.
We spent the rest of the day at the Bonhams and RM Sotheby’s auctions. At Bonhams I was stunned to see that one of my favorite cars at the sale, the 1984 Nissan Skyline RS Turbo “Type DR30” Group A championship-winning Touring Car, sold for only $62,640, which I guarantee will be seen as an incredible buy in the future.
I spent the next few hours of the evening at RM Sotheby’s, watching their auction from the courtyard staging area. While there, I ran into my friend Dave Buchko from Lucid and caught up with him. I then went back to the hotel to get some sleep.
On Saturday, John and I were up early to judge at the Concours d’Lemons. If you have not ever been to a Lemons Concours, I think the best way to describe it is as an Island of Misfit Toys. If you have a car no one cares about, is largely forgotten, or considered bad when new, this is the place to show it. Unlike Pebble Beach, which celebrates Best of Show with confetti canons, the Concours d’Lemons celebrates their Worst of Show with a barrage of Silly String. This is one of the most fun car events on the planet and worth attending if there is one near you. This year’s Worst of Show was a flying saucer car called the “Galaxy Glider.”
Lemons founder Alan Galbraith after Worst of Show is announced
After Lemons, John and I had a late lunch and then headed to Pebble Beach to do a wipe down of the Super Dart and replace the emergency battery with the vintage-style one. All looked good, so we headed back to the hotel and went to bed early, as we would be up at 3 a.m. the next morning.
On Sunday we got up early, donned our best clothes of the week and headed to the truck lot at Pebble. We arrived at 3:45 a.m., met our driver Andy, and got the car out of the trailer. It was neat to be there in the pre-dawn morning; things looked amazing and magical. There we met Alan, who was riding in with us, and got ready for the gates to open for the Dawn Patrol drive on the field.
We left the lot at about 4:15 a.m. and made it to the Lodge at Pebble Beach to line up for our Dawn Patrol drive. I never thought I would be more than just a media observer at Dawn Patrol; this entire part of the event was simply incredible.
Lineup for Dawn Patrol
When Tim McGrain told us we would be moving in 5 minutes, we all piled in the car and got ready to drive. All of us were a bit exhausted but excited for the short drive onto the field in the early morning light.
We started moving and finally made it to the front of the line, where we met Sandra Button, chairman of the Pebble Beach Concours d’Elegance. She congratulated us at being invited, handed us our packet for the day, and wished us good luck. I thanked Sandra again for being able to be a part of this and we made our way onto the field. As is always the case, the route in was lined with a few thousand hardcore Monterey Car Week fans and, as we drove in, people cheered for us, shouting my name the whole way. This caught me off guard and, to fill the silence in the car, I fired up my phone and stared playing the song “Waiting Room” by Fugazi. Yes, we are the new generation, and we sang along as we drove to our parking place.
After some confusion of how the Class hosts wanted us parked, we finally got the Super Dart placed and then waited for the sun to come up before we began our final cleaning duties. If you try to clean before this, you end up doing the same job over and over again because of the morning marine layer.
Tom Suddard, John, and I did the final cleaning at around 7:15 a.m., with me doing the final work on the rear window. (Getting that rear window clean when you are 6 feet, 4 inches tall is an exercise in yoga techniques.) Finally, we were ready for the judges.
We got our chairs set up under the single tree we were parked next to at the concours and then I did my final review of the car info book I had put together.
The judges came by, led by my friend and judging mentor John Carlson. I explained the wild history of the Super Dart to them and then went through all the mechanical checks. We passed all these with flying colors and the judges thanked us for coming. We were surprised a bit when a second group of judges came by to judge the Super Dart for another award. Those were also friends, Fred Johansen and Adolfo Orsi Jr. They asked us a lot of questions about the history and originality of the Super Dart. It was fun to see Fred and Adolfo debate different things about the car and nice to have friends in both judging groups.
The field was a tough one, as you can see in the photos. I honestly feel that just being on the field with these cars in the Exner Class was a win in itself. Take a look at our competition: They are almost all one-off cars, and many were truly spectacular.
We got through judging and then waited to see how we did. At the end of the day, we were bested by a number of very deserving cars, my favorite being a light blue Dual Ghia, which took Best of Class in our Exner 2 Class. This well-earned award was presented by my friend Matt Goist, who did a great job and, like me, dressed for the occasion in a period-correct sharkskin suit.
The rest of the day was spent catching up with friends on the field, looking at some of the amazing cars (my favorite being the Andy Warhol-painted BMW M1 Procar), and basking in the amazing chance to show a car at Pebble Beach. I honestly never thought I would get to do this, and am forever grateful to the car owner, Miles Prentice, and the Maine Classic Car Museum for the opportunity to show off what we have back East in our great museum.
My takeaways from showing at Pebble Beach? This is indeed the finest concours event in the U.S., bar none, and will remain so. Showing here is both an honor and a privilege; if you have a chance, be sure to do so. Finally, when you show at Pebble, the entire Monterey Car Week revolves around that singular thing. You can do a few other things during the week, but the focus is always the Pebble Tour and the concours.
I also want to thank Sandra Button, Ken Gross, Paul Sable, and John Sacramento (for the mechanical assistance during the week), as well as Joe Beale (for the extra battery), our Passport Transport drivers Andy and Kevin (who didn’t seem to be up before dawn), Donald Osborne, Tim Stentiford from the museum for handling all the owner logistics, Tom Plucinsky of BMW Group Classic for moral support, Tim McNair for the amazing concours preparation, Peter Gleason for the advice and insight on showing at Pebble, and all my other friends who were so supportive along the way.
Rolls-Royce haspulled a nice PR stunt based on a rock star urban legend, and we thought it was a fine time to look into it and set the record straight because, well, why not?
Let’s introduce the characters involved: Moon the Loon, otherwise known as Keith Moon, drummer for The Who. If you ever wondered why drummers are the ones that keep on dying in Spinal Tap, the inspiration goes to Keith though, admittedly, drummers have a reputation of being among the craziest of the bunch. Folklore suggests that Keith drove a Rolls-Royce into a pool for a fun prank during his 21st birthday in Flint, Michigan. The story has come from Keith, with various aspects being pieced together from others who claim to have been present.
Image courtesy of Rolls-Royce
Responding to this legend, and as part of Rolls-Royce Phantom’s 100th anniversary, the most hallowed of automakers has planted a Phantom Extended in a swimming pool at Tinside Lido in Plymouth, England. Credit goes to Car and Driver for bringing this to our attention—it even used the proper word “apocryphal” to describe Moonie’s story.
However, in recent years, I recall reading a different, more honest story. I tried to find it online, with one resource saying Huffington Post got down to the truth of the matter, but that story is no longer available online. However, the author of the missing story does claim the following:
Keith Moon definitely did not drive his Rolls Royce into the swimming pool either at his home, as is sometimes suggested, or at the Holiday Inn in Flint, Michigan, where it is also reported to have happened during the drummer’s twenty first birthday party. “What he did do though,” says author Steve Grantley, “is reverse it by accident into his garden pond one morning and then had to ask the AA to tow it back out for him.“
The story that I recall is that someone needed a car—a Lincoln—moved in the hotel parking lot, and Keith volunteered, only to accidentally end up in the pool due to a mishap that was all his. It is quite possible I’m also conflating things the same way that history has also done over the years.
We at The ClassicCars.com Journal enjoy setting the record straight—witness our myth-busting on the history of the term “muscle car” and Daytona/Superbirdmisinformation that refuses to die—but this Keith Moon story is one that will have to remain speculative for us for the time being. Nonetheless, we should offer kudos to Rolls-Royce marketing for thinking creatively with this endeavor.
The 1970s were a tough time for muscle car fans. Government regulations, an oil crisis, shifts in consumer demand, and high insurance rates created circumstances that forced some manufacturers to discontinue or significantly detune performance-oriented models. The 1979 Camaro brought back the muscle car spirit, and the market received it with open arms (as well as open checkbooks!). Featured on AutoHunter is this 1979 Chevrolet Camaro Z28. The car is being sold by a dealer in St. Louis, Missouri, and the auction will end Tuesday, September 2, 2025, at 11:30 a.m. PDT.
The 1979 Camaro achieved 282,571 units sold – including 84,877 performance-oriented Z28 models – making that year the most successful for all 1970-81 second-generation vehicles. The car was just what Chevrolet needed in order to stay competitive against other vehicles in the segment (namely, the Fox Body Ford Mustang that came out that year).
Revheads is proud to present a 1979 Z28 with a few tricks up its sleeve. The dealer calls itself, “A car consignment specialist for people who live loud and drive louder.” In this case, that “loudness” comes courtesy of a replacement 383ci stroker V8 with an Edelbrock intake manifold and a four-barrel carburetor. The engine bay is a chrome-laden work of art, so the car is equal parts “show” and “go.” A 700R4 four-speed automatic transmission and a 10-bolt rear end with a 3.55:1 Positraction differential get things moving.
Finished in silver metallic paint with blue Z28 decals, the exterior features front and rear spoilers, fender vents, a hood scoop, color-matched side mirrors, and a dual exhaust system. Traction comes from Cooper Cobra white-letter tires mounted to 15-inch Rally wheels. The cockpit is appointed with black vinyl bucket seats, a center console, power steering, power door locks, and a Sony audio system.
Part of the beauty of the Z28 involved the use of equipment that could not be readily seen at a glance. At the core of the car’s engineering was an upgraded suspension system, since Chevrolet emphasized the car’s ability to hug the curves with confidence. Upgrades included heavier-duty brakes, front and rear stabilizer bars, and unique shock absorbers.
As Chevrolet said in advertising: “Now stop imagining yourself behind the wheel. Grab hold and take it from Chevrolet – people who know what performance is all about. Buy or lease a ’79 Camaro Z28. Then go road hunting.” Speaking of hunting, AutoHunter should be your next stop.
Since BMW introduced the original M5 in 1986 as a 1987 model it has been the literal measuring stick for all full size high performance sports sedans. Over its various generations it has pushed the envelope for what a sports sedan can be; each generation has almost become a collector car from the instant they were released. As a result the M5 has been a car that has increased in value over the years, especially the original E28 version and the now mythic 3rd generation E39 model.
There is one classic M5 that seems to have been overlooked, though, and that is the 2nd generation E34 M5. That has always seemed weird to me as the E34 M5 took everything that made the original a great sports sedan and improved it in every category. Doubt that statement? Then consider that while the E28 M5 covers 0-60 in 6.3 seconds, ran the 1/4 mile in 14.6 seconds, and a top speed of 146 mph, the E34 M5 made it to 60 in only 5.6 seconds, did the 1/4 mile in 14.2 seconds, and had a top speed of 155 mph. In addition to that the E34 M5 was the last BMW M model that was basically a handmade car by the BMW M division. I have personally owned one of each of these cars and have always thought that not only was the second generation M5 the better car, but when you also consider the quality of materials, ergonomics, and overall ability of the car, that it was in many ways in a whole other category.
This M5 seems to be the very definition of a survivor or preservation car. According to the seller it still wears its original Alpine White paint over its original grey leather interior. They add that it is an early production date car (06/90), and numbers matching everywhere.
They go on to say that this M5 has spent its time in Arkansas, Georgia, Tennessee, and Florida and is a four-owner car. It has about 145,189 miles and is current on all maintenance. It includes the original BMW books, literature, manuals, and BMW service stamps from 1991-on and now resides in Florida.
The exterior of this 1991 BMW M5 has the original factory Alpine White paint which they verified with paint meter readings, and it has spent most of its life in southern climates with no exposure to salt or snow. It rides on 235/45ZR-17 Michelin Pilot Sport tires with 8.0-by-17-inch M system II throwing star wheels. Being original there are a few nicks, dimples, and scratches which you would expect from a 32-year-old car that has been used as intended. the car has a clean Carfax with no issues or body work other than resprayed side mirrors and bumpers.
The interior is upholstered in awesome grey bison leather with a leather steering wheel. It has power sport front seats, and the seating shows minimal wear for a 32-year-old car. This lack of wear is due to the optional Bison leather which wears much better than the standard BMW leather of the time. There are no cracks in the dash and all the gauges work with no dead pixels. It also still has its factory stereo with BMW cassette player and CD changer located in the trunk. The seller does say that there are a few issues including that the cruise control, pass. door lock rod non-op, central locking system, and driver side thigh extender do not currently work. They also add that the door cards are starting to separate a little which is a normal failing on E34 cars. Finally, they state that there is no sagging of the headliner, another common failing in E34 cars over time.
Under the hood is an exceptionally clean original s38 engine with no aftermarket modifications. I personally love the look of the individual throttle bodies on these engines, an engine that started its history in the M1. This is also unusual as with BMW M cars, many owners feel the need to add things to improve performance. These mods are always a trade off and to me an E34 M5 offers plenty of performance and does not need these. A stock M5 is always going to be worth more than the modified one, no matter how well executed the modifications are.
If you have driven an E28 M5 I would describe the difference as where the E28 M5 is more raw, the E34 version is more sophisticated. To me the driving experience in the E34 M5 always felt more capable than the E28 and was an easier car to drive at the limit.
Here’s the best part. In today’s market, where a nice original 1st generation E28 M5 will cost somewhere north of $60,000, this second generation 1991 BMW M5 is being offered for only $39,995. When you consider the difference in price and the fact that these are the last hand assembled M cars that just seems like a great deal that will not last long.
Over the past several years, the popularity of “getting away from it all” and overlanding has broadened the spectrum of off-road vehicles. At one end are more rugged versions of vehicles that were once purely road-focused, such as the new Nissan Armada Pro-4X and the all-electric Hyundai Ioniq 5 XRT. It may be just a one-off, but Chrysler’s Pacifica Grizzly Peak Concept shows just how far the appeal of vehicular adventuring has reached. At the other end of the spectrum are more focused versions of true off-roaders, including rigs such as the Lexus LX 700h Overtrail, Nissan Frontier Pro-4X R by Roush and, the subject of this week’s vehicle review, the 2025 Toyota Tacoma Trailhunter.
HOW DOES ONE HUNT A TRAIL?
As part of its complete overhaul of the Tacoma for the fourth-generation model released in 2024, Toyota added two new trim levels: the Platinum built on the upscale appearance and amenities of the Limited; the Trailhunter was built for overlanding and served as an alternative to the TRD Pro, which is more suited for high-speed adventures in the wild.
Like last year’s model, the 2025 Tacoma Trailhunter is equipped with gear designed to get it across rough terrain far away from civilization. It rides an inch higher in the front and half an inch higher in the back on a set of 18-inch wheels with 33-inch tires. A high-clearance front bumper, rock rails, ARB rear bumper with recovery hooks, and onboard air compressor are in place to help the Trailhunter avoid contact with Mother Nature, minimize the damage she does, or extract the Trailhunter from her clutches. Old Man Emu 2.5-inch forged monotube shocks with rear piggyback reservoirs absorb bumps along the way.
The Tacoma Trailhunter is exclusively powered by Toyota’s i-Force Max hybrid powertrain, which consists of a turbocharged 2.4-liter four-cylinder engine combined with a 48-horsepower electric motor and a 1.87-kWh NiMH battery pack. Total output is an impressive 326 horsepower and 465 lb-ft of torque, which reaches the pavement or dirt through an eight-speed automatic and part-time four-wheel drive.
That hardware and firepower comes at a Lexus-like price: our Tacoma Trailhunter press loaner has an MSRP of $63,235. With the addition of the Towing Technology Package, a spray-on bed liner, and three small accessories, the as-tested price balloons to $66,405—more than the starting price of a 2025 GX.
LITTLE BIG RIG
Even with the five-foot bed (a six-footer is also available), the Trailhunter was an absolute hulk, making it hard to believe it was a midsize truck. It felt just as substantial and authoritative behind the wheel. Everything within reach—the thick steering wheel rim, gear-like dials, and chunky shifter—fits the Trailhunter’s looks and personality.
Despite its rough and tough, off-road loner image, the Trailhunter was generously equipped. The Mineral SofTex front seats were heated and ventilated. Behind the heated, leather-trimmed steering wheel was a 12.3-inch digital gauge cluster. The massive 14-inch infotainment touchscreen provided access to the settings for the 10-speaker JBL audio system as well as wireless Android Auto and Apple CarPlay, although I found the connection with my iPhone to be infuriatingly sporadic.
The only thing that was uncharacteristically small about the Trailhunter was its back seat. Legroom was tight and the bolt-upright seatbacks were almost immediately uncomfortable. I sometimes wish I could ride in the back of press vehicles while someone drives just so I can experience them like a second-row passenger, but a minute or two in the back of the Trailhunter was enough for me.
Given the Trailhunter’s size and nearly 5,400-pound curb weight, I expected it to be an absolute brute on the road. To my surprise, it rode much better than I expected. Compared to cars, trucks get a little leeway when it comes to steering and brake feel, but the Trailhunter didn’t need much slack because they were both nicely weighted and felt natural. Every jab of the throttle released the hybrid engine’s mammoth torque, and dramatic whooshes and whistles from the high-mounted air intake.
A SATISFYING DISAPPOINTMENT
My colleague Luke Lamendola, the Collector Car Network’s media supervisor Dustin Johnson, and I went out to the Four Peaks trail in Arizona’s Tonto National Forest to put the Trailhunter to the test. They had been there before, so they knew which routes would give us a chance to use its various features, such as the Stabilizer Disconnect Mechanism, Crawl Control and Multi-Terrain Select systems, and rear locker. After we aired down, we ended up engaging many of those, but only in the academic sense, not out of necessity. No matter which line we picked or how steep or rutted the path ahead was, there was no “pucker moment.” The Trailhunter never scraped its chin, dragged its belly, or lost traction. Its machinery equaled its machismo.
You can watch Luke and me break down the 2025 Toyota Tacoma Trailhunter’s exterior, interior, powertrain, and on- and off-road driving dynamics in the video below.
Crisp mornings, cool evenings, and roads lined with fall colors, autumn is one of the best times to enjoy a classic or collector car. But with the change of season comes added stress on older engines, drivetrains, and electrical systems. For enthusiasts, one unexpected breakdown can turn a dream ride into a costly project parked in the garage.
That’s where a Classic Vehicle Service Contract makes all the difference. It’s not just coverage; it’s peace of mind that keeps your vintage investment running smoothly through fall, winter, and beyond.
The Expensive Reality of Classic Car Repairs
Let’s face it: repairs on collector cars are anything but cheap. Parts are harder to find, labor is specialized, and tariffs on imported components are driving prices even higher. A small malfunction today could cost thousands tomorrow. With a service contract, you’re protected from those surprise bills just so you can focus on enjoying the drive.
What’s Covered Under a Classic Car Service contract?
Unlike generic plans, a Classic Vehicle Service Contract is built for vintage cars, with coverage designed to protect the systems that fail most often and cost the most to repair:
Engine Coverage
From pistons, crankshafts, camshafts, and valves to oil pumps, timing chains, and even turbochargers or superchargers. Engine rebuilds on classics can run $7,000–$12,000, but with coverage, you’re protected. Get a quote now at LegendaryCarProtection.com and see how affordable engine protection can be.
Transmission Coverage
Both automatic and manual transmissions are covered, including torque converters, shafts, clutches, solenoids, and gear sets. Transmission repairs often exceed $4,000–$6,000 without protection.
Axle shafts, gear sets, bearings, hubs, and four-wheel drive systems are included. Failures here are rare but devastating and often cost thousands.
Brake Systems
Wheel cylinders, master cylinders, calipers, and lines are covered. A complete brake system overhaul can set you back $3,000 or more.
Suspension & Steering
Ball joints, steering gears, shock absorbers, stabilizers, and bushings are part of Level 2 coverage. Suspension rebuilds often cost $5,000+, especially on vintage vehicles.
Air Conditioning & Electrical
Compressors, condensers, alternators, ignition modules, starters, and control units are covered. With tariffs pushing up part costs, even “smaller” fixes like an alternator replacement can run $400+.
Why Now? Tariffs and Rising Part Costs
The global market is making repairs more expensive than ever. Tariffs on imported car parts have caused a 20–40% spike in common components over the past year, with specialty or rare parts seeing even greater increases. For classic car owners, this means the cost of maintaining your vehicle is only going up. A service contract locks in protection now, before those costs climb even higher.
Coverage is designed to fit your lifestyle and your budget. Choose from multiple contract lengths and payment options including monthly payments instead of paying upfront. That way, you can keep your car protected without stretching your finances.
Easy Claims, Nationwide Coverage
Breakdowns don’t wait for a convenient moment. Thankfully, filing a claim is simple and can be done online or over the phone. Better yet, coverage applies at licensed repair facilities nationwide, so whether you’re at a fall car show or on a weekend cruise, you’re never stranded without help.
Getting Started
This fall, protect your dream ride with Legendary Car Protection. Get your free quote today and drive into the season with confidence.
To explore tailored protection options for your specific vehicle, visit LegendaryCarProtection.com. By submitting basic information such as make, model, and mileage, you can get a customized quote and select the plan that fits your needs.
Car ownership today comes with high expectations and high risks. A well-designed Vehicle Service Contract not only protects your finances, but also ensures your vehicle receives the care it deserves – no matter how iconic, rare, or routine it may be.
Bugatti has a tradition of crafting powerful, exclusive automobiles for the ultra-wealthy. Since 1925, it also has a history of either inspiring timepieces or working directly with watch companies. The newest products of that kind of collaboration are Jacob & Co.’s aptly named Bugatti Tourbillon and its flashier sibling, the Bugatti Tourbillon Baguette.
The car the watches are named after is the first Bugatti made under the ownership of Croatian electric hypercar manufacturer Rimac, which previously made a name for itself with the 1,914-horsepower Nevera. The quad-turbo 8.0-liter W16 has been discontinued, so the Bugatti Tourbillon—to use an horological expression—has a new, naturally aspirated 8.3-liter V16 movement. Its trio of electric motors don’t make time move any faster, but they certainly make the Tourbillon quicker by bringing its total output to 1,800 horsepower.
BUGATTI TOURBILLON
Jacob & Co. Bugatti Tourbillon
The visual connections between the Bugatti Tourbillon car and watch range from subtle to undeniable. According to Bugatti, the 52 x 44 x 15mm case’s design “emulates that of the Tourbillon car—from the rear wing and windows, to the grille and radiators. The latter features are lodged in recesses of the case, covered with a laser-etched grid pattern, while inlaid sapphire crystal in the case sides—shaped and tinted like the vehicle’s side windows—offer a tantalizing glimpse into the inner workings of the movement.”
The car’s gauges were designed by watchmakers, so it’s natural that the timepiece’s instrumentation has a similar layout. At the top left is the 30-second flying tourbillon (the French word for whirlwind), which rotates parts of the movement’s components to counteract the effects of gravity. The actual time display is in the center. A third subdial on the right shows how much of the watch’s 80-hour power reserve is left.
Jacob & Co. Bugatti Tourbillon
Like its four-wheeled counterpart, the Jacob & Co. Bugatti Tourbillon has an engine. A sapphire crystal engine block contains a 22.37mm crankshaft connected to 16 titanium pistons that start moving with the push of a button.
BUGATTI TOURBILLON BAGUETTE
Jacob & Co. Bugatti Tourbillon Baguette
If the regular watch is too low-key, 18 enthusiasts can add the Bugatti Tourbillon Baguette to their collections.
Jacob & Co. Bugatti Tourbillon Baguette
Crafted out of 18K white gold, the case is covered with 328 baguette-cut diamonds (equivalent to 17 carats). The two ribbons of rubies near the crown at 6 o’clock add a touch of color and mimic the layout of the Bugatti Tourbillon’s taillights.
Jacob & Co. Bugatti Tourbillon
In most places, the odds of seeing either one of these watches on someone’s wrist are as low as the Bugatti Type 57 SC Atlantic‘s production numbers. But there’s a good chance someone will be wearing (or driving) a Bugatti Tourbillon at next year’s Pebble Beach Concours d’Elegance. When we’re there, we’ll try to catch a glimpse—ideally, photos—of either one.
Imagine for a moment that you’re out enjoying a Sunday drive in your classic car or truck. Life is great. Clear skies, open roads, and not a care in the world. Suddenly, for whatever reason, you find yourself in a fender bender or worse. Luckily no one is hurt, but your beloved classic has sustained damage and will undoubtedly need an expert touch to ensure repairs are done right. In these situations, after the initial shock wears off, we tend to remind ourselves, “Well, I have insurance. Everything will be fine.” But the unfortunate truth is that the majority of classic car and truck owners will be in for a shock when they do need to file claim with their insurance company. Most will discover that their coverage is inadequate and that the value and authenticity of their ride is now in serious jeopardy.
Research has shown that of the 40 million+ collector vehicles in the United States, most are insured by standard auto insurance programs, which were never designed to protect classic and collector vehicles; they were designed for daily drivers. This often proves to be a costly decision. When the time comes when they need to file a claim, these owners discover that they don’t have the coverages needed to correctly repair these types of vehicles. Even for minor repairs, standard auto insurance programs do not guarantee that they will cover original parts or that their approved body shop network even has the expertise necessary to repair these types of vehicles.
Things only get worse in the event the vehicle is a total loss. In these situations, these collectible vehicle owners discover that their insurance program uses a depreciated value to calculate the vehicles worth. Having the right protection in the form of an agreed value policy would have guaranteed a payout based on their ride’s actual replacement cost; one that is uses a true market value and considers the vehicle’s condition as well as the owner’s investments.
As you can see, having inadequate coverage can lead to some serious headaches. But what if after enduring all those challenges you also discover you have been overpaying for coverage? This is yet another unfortunate truth that many classic car and truck owners have recently been discovering.
Now more than ever U.S consumers are looking for ways to cut costs and save more of their hard-earned money. For several years now U.S. drivers have been seeing their auto insurance rates steadily climb year after year. Most auto insurance companies are betting on the typical driver not noticing how these increases have quickly added up and hurt their wallet. But according to the Consumer Price Index, the cost of auto insurance has risen six times faster than inflation over the past three years.
What is driving these surging costs? Well over the past few years many auto insurance companies have been working hard to recover from recent catastrophic losses they’ve faced. Beginning in 2020, there were more frequent accidents, faster-than-normal speeding and instances of drunk driving surged. This all caused a spike in crash severity, which led to more catastrophic vehicle and injury claims placed on auto insurers. Moreover, materials, parts, and labor shortages during that same time frame caused repair costs for claims to climb like never before. In response, auto insurance companies began raising rates with little relief in sight. In effect, collectible vehicle owners and good drivers have been quietly subsidizing the recent losses felt by insurance companies rather than being rewarded for their stellar driving records.
Unfortunately, owners of classic, antique, and custom cars or trucks are among the most severely affected by these insurance cost increases. Standard auto insurance rates do not consider the fact that these classic car and trucks owners have a significantly lower risk profile and are statistically less likely to get into an accident or file a claim. Instead, their rates are calculated based on all the risks that come with typical daily driver usage, doing things like daily commutes to work and running errands in all types of weather and traffic conditions. For them, all rides share the same risk profile as a daily driver and their inflated insurance rates reflect that inaccuracy.
Collectible Vehicle Owners Are Flocking To New Program
In all this turmoil there does seem to be some good news for classic car and truck owners, and word is quickly spreading. Recently the auto enthusiast community has been buzzing about a program being offered by the Dallas-based collector vehicle insurer OpenRoad. Customer testimonials from owners previously covered by standard auto insurers, as well as many previously insured by classic car insurance providers, continue to roll in highlighting significant savings, better coverage, and superior customer service.
OpenRoad has built a truly unique collector vehicle insurance program that all starts with pricing. Not only do they provide significant savings for drivers with great driving records, but they also account for the reduced accident frequency associated with collector vehicles. Both often result in far lower insurance rates overall. But OpenRoad goes further on reduced pricing, offering additional discounts to car club members as well as any customer who transfers their coverage from another classic car insurer.
Setting a New Bar For Classic & Collector Vehicle Insurance
OpenRoad exceeds what many other programs out there can offer. In addition to getting all the coverage you’d expect with any auto insurance policy— think comprehensive, collision, uninsured motorist, and the like — every OpenRoad policy comes with several protections tailored to car collectors. Their agreed value policy guarantees that the insurance payout you’ll receive in the event of a total loss equals the actual worth of your classic car, rather than a depreciated value that most insurance programs use. This guarantees that you’re covered for the true value of your ride, considering the time, effort, and investments you put into your vehicle as well as its condition and rarity.
OpenRoad is also setting a new bar when it comes to coverage for repairs. Under their program you know that if you need to file a claim the repairs will be done right. Not only will repairs be performed with OEM parts specifically tailored to your vehicle, but you’ll also get to choose a repair shop you know and trust, one that specializes in collector vehicles and classic car restorations. This is another differentiator from standard auto insurance programs that often do not guarantee coverage for OEM parts and rarely let you pick a shop outside of their approved body shop network.
OpenRoad also includes a generous emergency roadside cost reimbursement program at no additional cost as well as coverage for the relocation and temporary storage of your ride in the event of major disasters such as hurricanes and wildfires.
Delivering Superior Customer Service & Specialized Coverage
With so many auto enthusiasts making the switch to OpenRoad, it seems that they have found everything that they have been looking for in a classic auto insurance provider. Just check out these recent customer reviews:
“Almost half the price (of) your competitors for equal coverage.”
“Better coverage for less cost than other classic car insurance companies.”
“They made it easy for me to switch from my old insurance policy to new one and at less than half the price!”
“Not only did they match our previous collector car insurance, they beat it even after adding another vehicle to the policy! They are rockstars! Would recommend to everyone!
“To my total surprise I got more coverage for a fraction of what I have been paying.”
Beyond the significant cost relief, many customers also point to the excellent customer service they received with reviews that include statements such as, “The team went above and beyond to help us,” and, “Overall, the best experience I’ve had setting up insurance.” That’s some high praise for an auto insurance company.
Rapidly Expanding Across the U.S.
To keep up with the massive market demand that they’ve seen, OpenRoad has been rapidly rolling out its insurance program across the U.S., quickly growing coverage availability to 25 states.
Don’t reside in one of their currently live states? Don’t worry, the brand plans to add coverage across several more states by the end of 2025. You can also sign up for their launch newsletter and get notified as soon as coverage is available for your area.
Right now on AutoHunter, you can find this restored 1938 Cadillac Series 75 Fleetwood Convertible Sedan, which is #41 of 58 Series 75 Fleetwood Convertible Sedans produced in its model year. It’s powered by a rebuilt 346ci V8 mated to a three-speed manual transmission. Finished in black and equipped with a beige convertible top over a gray leather interior, this four-door drop-top is now offered by the selling dealer in Arizona with spare parts, tools, owner’s manual, and clear title.
Originally Moleskin Gray, the body was refinished in its current black. Both rows of the passenger compartment are covered by a beige convertible top with a rectangular rear window; when lowered, it fits under a gray top boot. Other exterior features include chrome bumpers with guards, auxiliary front lights, hood ornament, two-piece windshield, dual side mirrors, rear fender skirts, rear trunk, and a single exhaust outlet.
This big-bodied Caddy can roll through small-town parade routes or to the drive-in on its 15-inch steel wheels with Cadillac wheel covers and Firestone whitewalls.
The cabin offers gray leather bench seating in both rows.
Amenities include woodgrain trim, front and rear clocks, a retractable glass partition between the first and second rows, and footrests and a fold-down center armrest for rear passengers.
Instrumentation consists of a 110-mph speedometer and gauges for the temperature, fuel level, oil pressure, and voltage. The odometer shows 97,589 miles, but the title for this vehicle indicates it’s mileage-exempt.
Under the hood is a rebuilt 346ci V8 that was factory-rated at 140 horsepower. It runs 6.7:1 compression and comes paired with a single-barrel carburetor and a YnZ’s Yesterdays Parts wiring harness. A column-shifted three-speed manual gearbox sends the engine’s power to the rear wheels; drum brakes keep it in check.
You don’t see a lot of four-door convertibles on the road, but you can see this 1938 Cadillac Series 75 Fleetwood Convertible Sedan in your garage every day if you place the winning bid on it. Make sure you do that before the auction for this distinctive drop-top ends on Tuesday, September 2, 2025, at 1:30 p.m. (PDT).
