The fourth generation of theChevrolet Corvette spanned from 1984 until 1996. At the time, you might have thought C4 production would never end—for better or worse. Today, it has been more than twice that long since a C4 left the Bowling Green factory, as the final one left on this date in 1996.
Thanks to help from Jim Perkins, Chevrolet’s general manager, Mike Yager became the lucky owner. If his name sounds familiar, it’s because he’s the founder of Corvette parts and accessories company Mid America Designs (now known as Mid America Motorworks).
Yager didn’t have to wait long to see his Arctic White piece of Corvette history because he watched most of it get put together on the assembly line—and the line get torn down as his car progressed through the various stages of production. As the coupe went through each successive stage, Yager had employees at each one sign the parts they installed. He even got in on the action by bolting on some components himself.
After his C4 received the standard six gallons of gas (and probably a little more), Yager fired up the 300-horsepower LT1. But the Vette wasn’t ready to go yet, as it still had to be tested and customized with some visual elements you might recognize from other C4s. And, of course, it had to be shown off at the National Corvette Museum, where it shared space with the first C4 produced. These days, it’s on display at the MY Garage Museum & Retail Store in Effingham, Illinois.
Photo courtesy of Mid America Motorworks
To watch the end of an era in the history of “America’s Sports Car,” watch the two-part series below.
The Toyota Prius is officially25 years old. Since the early 2000s, it has shown that there is a market for small, fuel-efficient hybrids. It continues to do that now despite the majority of buyers throwing money at massive luxury or off-road SUVs. My brief amount of time in a 2025 Toyota Prius Nightshade Edition showed me ways in which the iconic hybrid has changed while remaining itself.
One thing that’s stayed the same is the Nightshade Edition trim level. Toyota has offered it on the Prius before, but 2025 marks its debut on the fifth-generation model. It’s based on the XLE, which is available with front- or all-wheel drive, and comes standard with features such as 19-inch wheels, heated and eight-way adjustable SofTex synthetic leather front seats, heated tilt/telescopic steering wheel wrapped in the same material, rain-sensing wipers, and Qi wireless phone charging slot. The Nightshade Edition does what its name implies (including inspire jokes about Tom Brady’s diet when he played in the NFL) and blacks out the badging, wheels, bumper trim, door sills, shark fin antenna, and seats, which receive gray stitching; inside, it adds what Toyota calls “carbon fiber detail” on the dashboard.
Prices for the Nightshade Edition with front-wheel drive start at $32,560. When Toyota configured my review vehicle, it was generous with the options, such as a 12.3-inch infotainment system touchscreen with wireless Apple CarPlay and Android Auto, glass roof, wheel locks, and an accessory package with carpet mats and more, all of which contributed to its $36,308 as-tested price.
As always, the Prius combines a gas engine with electric power to wring as much range out of a tank of fuel as possible. Toyota pairs its fifth-generation hybrid system with an electronically controlled Continuously Variable Transmission (eCVT) and a 2.0-liter I4 that delivers 194 net horsepower (AWD Prii get an additional two horses). In my limited time with the Nightshade Edition, whenever I stepped on the gas to pass someone, the power swelled to a satisfying, confidence-inspiring level. According to its window sticker, my press loaner was capable of returning 52 mpg across the board—highway, city, and combined. Altogether, a few of my colleagues and I ended up putting 499 miles on it, but we only managed to average 48.8 mpg.
When it was introduced as a 2023 model, the XW60 generation of the Prius marked what many would consider a major turning point in the model’s design. For several years leading up to that point, the Prius had a nerdy, quirky design. Although I didn’t find the fourth-generation model ugly, I did think its angular, sci-fi spaceship looks were an acquired taste. You diehard Prius fans out there may not appreciate this, but the current model did what Tesla did for electric cars: it made the Prius look sleek and gave it a certain sex appeal. Part of that comes from the pronounced rake of the windshield and the noticeable use of curves. Then there’s the fact that, at first glance, the Prius looks like a coupe because Toyota blacked out the rear door handles. And the distinctive Nightshade-exclusive Karashi yellow paint shows Toyota is willing to be bold and adventurous.
The interior made me think that no matter how much a person changes their style and wardrobe, they’re still the same person they have always been. The Prius did receive a dramatic makeover, but its interior lacks that sleekness. After I first adjusted the driver’s seat, steering column, and mirrors to my preferences, I discovered the top of the steering wheel was obscuring much of my view of the gauge display. I remedied this by lowering my seat and steering column even more, only to find that I had a weird view over the top of the entire steering column. Not only was that something I wasn’t used to, but it was also proof that I had to adjust to the Prius in a fundamental way when it should have been the other way around. The wireless charging slot, designed to make a creative use of limited space, was a good idea that was better left in that stage of the design process. Aside from those issues and the brake pedal’s long and soft stroke, the interior was largely pleasant and well equipped.
My colleague Luke Lamendola also spent time in the 2025 Toyota Prius Nightshade Edition, so check out his video review below.
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Let’s be honest: humans can suck. We have an obsession with our pets, yet there are some citizens who don’t see dogs as our co-pilots in life. It’s a sad state of affairs that hurts to the core, but there are folks who help make a dog’s life a better life. BarkVille Dog Rescue in Jasper, Georgia (50 miles due north from Atlanta) is taking that concern to another level by raffling a 1993 40th Anniversary Chevrolet Corvette convertible.
Vintage car dealer Roy Podolin is a dog lover too, and he’s donating this C4 to benefit BarkVille, an all-volunteer, non-profit rescue that has found homes for more than 2,000 doggies since 2016 when it was founded. As owner of Cloud 9 Classics, Podolin saw an opportunity to use an automotive event to raise money for a local organization and joined forces with BarkVille. Over the past four years, Podolin has set up a corner at the Caffeine and Octane Car Atlanta show (the first Sunday of every month) promoting BarkVille and finding homes for the little ones, and that event will be used for the raffle drawing on July 6, 2025.
“Three of my own dogs (came from BarkVille), my daughters each have dogs from there and we foster dogs as well,” Podolin told Hemmings. “We’ll have three to six dogs at our house at any given time.”
The 40th Anniversary Corvette that is being raffled (you can view it here) has under 21,000 miles on the odometer and is one of 2,171 convertibles built with the Anniversary package.
If the winner of the raffle would rather opt for $10,000 cash prize instead of enjoying the sweet sounds of the LT1, that is an option. However, the Vette will only be awarded provided that the raffle generates at least $30,000 in donations; otherwise, the winner will be given a 25 percent share of the total proceeds.
But, in truth, the true winner are the dogs that pass through BarkVille because they’re one step away from their forever home.
To purchase a raffle ticket, visit go.rallyup.com/raffleforrescue. Tickets are $20 for one ticket, $100 for six, or $200 for 15. Remember—the winning ticket will be drawn on July 6, so be a good boy and fetch one now.
There isn’t much hustle and bustle in Portal, Arizona, and that’s the whole point. It’s a refuge where people go to escape the big city. In fact, if it weren’t for the WiFi, visitors would be completely disconnected from electronic communication, since cell signal is nonexistent.
The area, located in the southeast corner of Arizona about a four-hour drive from Phoenix, is commonly referred to as “Arizona’s Yosemite” because of the dramatic rock formations that mirror those of California’s popular national park. Towering west of town are the Chiricahua Mountains of Chiricahua National Monument – the highest peak reaching 9,773 feet. The area is popular among the birdwatching community for its nearly 300 aviary species, and the stargazing is reportedly brilliant thanks to minimal light pollution.
While not trying to sound like a promotional brochure, it’s sufficient to say that I greatly enjoyed an overnight stay in the area. My friend Jason – traveling from El Paso, Texas – met up with me in Portal to stay at the Portal Peak Lodge, a spot that has welcomed visitors to its 16-room motel since 1928. On the same property are a country store and a restaurant. And just up the street, you’ll find the post office and a library. That’s the extent of “downtown.”
1950 Chevrolet
Adding to the charm of the settlement a faded green 1950 Chevrolet Styleline Deluxe two-door welcomes you, and I could tell it had a lot of stories under its belt. The distinctive front grille, split windshield, body style and trim were all consistent with Chevrolet’s first post-WWII redesign.
I did a walk-around to admire some of the details. The car’s paint is blistering on the upper panels, but the body is straight and relatively rust-free for being 75 years old. The car is decked out with plenty of accessories, including dual spotlights, a windshield visor and extensive brightwork. The decklid reads “Power Glide” – a reference, of course, to its automatic transmission. Under the hood is a 235ci inline-six, an engine Chevrolet rated at 105 horsepower when new. It became known in later years as the “Blue Flame” six.
A sticker in the windshield dated June 2003 indicates that the car came from Massachusetts. A placard glued underneath the passenger window trim reads “Gianfriddo’s Cruise for MDA 11th Anniversary. 2000 Most Obnoxious Horn.” How fun is that? If only we could have heard that horn. There is also a worn-out AAA sticker next to a placard for Riley’s Framingham. Turns out this has to do with a place called Riley’s Roast Beef, which was a busy spot for classic-car enthusiasts in Framingham, Massachusetts. The popularity died down over 20 years ago.
Jason and I were visiting Portal in two cars that were vastly different from the Styleline: white right-hand-drive Honda Integra Type-Rs (mine from 1996; Jason’s from 2002). But it seemed appropriate to capture a few photos with the Chevy as souvenirs from our trip. I gave a salute to the classic Styleline on our way out of town, and I hope that at some point it gets revived and driven, because it’s clear the car hasn’t accrued any miles recently.
By the way, the Portal Peak store – along with the 2.8 acres of land it sits on – is apparently listed for sale for $875,000. The listing says that an RV is included but mentions nothing about the classic Chevy. Direct your inquiries here!
Featured on AutoHunter is this 1946 Ford Deluxe Coupe, which underwent a four-year frame-off restoration. It’s powered by a Chevrolet 350ci V8 crate engine paired with a four-speed automatic overdrive transmission. Finished in red over two-tone red and white vinyl interior, this modified classic Blue Oval comes from the selling dealer with a clear title.
As part of the restoration process, the body was repainted red. Exterior features include a deleted front bumper, chrome three-bar grille, custom hood pinstriping, dual spotlights and side mirrors, two-piece windshield, chrome rear bumper, and dual chrome outlets for the Flowmaster exhaust system.
Like the body, the 15-inch steel wheels are red; they come equipped with Ford-branded hub caps and wide-whitewall tires.
The split front bench and rear bench seats are covered in red and white vinyl, and complemented by matching door panels. Interior features include tinted power windows, front lap belts, tilt steering column, Alpine AM/FM/CD stereo, Vintage Air HVAC system, and Betty Boop floor mats.
Instrumentation consists of VDO gauges that include a 120-mph speedometer, 7,000-rpm tachometer, and readouts for the voltage, oil pressure, temperature, and fuel level. The digital odometer shows 7,733 miles, but the title for this vehicle indicates it’s mileage-exempt.
Instead of a Ford engine, this coupe now has a Chevrolet 350ci small-block V8 crate engine that’s been upgraded with Edelbrock valve covers and grooved air cleaner cover. The engine sends its power through a four-speed automatic transmission.
Additional upgrades are underneath, where you’ll find front disc brakes and a Ford Mustang II independent front suspension.
If you like the look of this 1946 Ford Deluxe Coupe and you appreciate the updates that have been made to it, bid on it now before time runs out. The auction ends on Tuesday, June 24, 2025, at 11:30 a.m. (PDT).
Popular and online culture has created the Greatest Of All Time (GOAT), a tag for the masses to hang onto something it may believe is superlative. Is it a coincidence that the GOAT muscle car is a vehicle that is nicknamed after the same animal? Our Pick of the Day, a 1966 Pontiac GTO restomod listed for sale on ClassicCars.com by Farland Classic Restoration in Englewood, Colorado, is the GOAT for several reasons.
Yes, it can be confusing how a Tiger can be a GOAT, so let’s look at this Poncho with an objective lens: The 1966 Pontiac GTO was advertised as the GeeTO Tiger, using a theme applied earlier in the decade to Pontiac. Cats may have been a familiar theme with the public at the time, as Esso fuel’s “Put a Tiger in Your Tank” campaign was initiated in 1959, and then there was the movie and accompanying soundtrack to “What’s New Pussycat,” a paean to evolving 1960s sensibilities.
The evolution of animals came later. When was the GTO first referred to as the Goat? I have no idea, and never have I seen a reference to its inception. But everyone knows the Goat as the GOAT, as it was the impetus for a different kind of car—a performance model that brought performance to the street after many pedestrian models built with performance engines that were not so friendly on the street. And, for 1966, the Goat was the GOAT because no muscle car ever sold as many in the era: an astounding 96,946.
To be sure, 1966 was somewhat early in the world of muscle cars (especially after 1970 has been waxed poetic for so many years), so how does the Goat become the GOAT? Allow us to count the ways.
Styling: Arguably, Pontiac’s peak was 1965-66. Many of the unique tricks used by designers at the time, such as vertical headlights and elegant proportions with Coke-bottle styling, were present on the GTO. In addition, some things that distinguished the GTO from lesser Tempest/LeMans models included neat, louvered taillights, Grand Prix-inspired parking lights in the grille, and a hood scoop that could be made functional.
Power: Pontiac’s 389 had already earned a good reputation, but the addition of Tri-Power carburetion gave the engine competitive verve out of the box. The 389 also established a size standard required to compete in the increasingly competitive market of performance cars. Yes, General Motors had a rule limiting engine size for mid-size cars, but the GTO made do nicely despite the handicap.
Interior: The GTO’s interior featured styling as good as the exterior. Four round pods housing different instrumentation readings (when ordered—remember, gauge packages generally were not standard) were easy to read compared to the generic sweeping needle used on many cars. And then there was the early adoption of the Hurst shifter, so compliments were much more common than complaints.
Engineering: Pontiac marginally improved its engines every year, and sometimes even more often, as evidenced by the Ram Air engine introduced in the middle of the model year. Sometimes known by its engine code, this “XS” GTO featured an upgraded camshaft and springs, Tri-Power carburetion, fuel and fuel line fittings, and ram air tub. A four-speed manual was required, as was 4.33 gears. Sure, GM seemed to allow competitors (read: Hemi) to take advantage of its self-imposed corporate handicap, but Pontiac competed admirably considering.
This 1966 Pontiac GTO restomod built and listed by Farland Classic Restoration has been given a treatment beyond what was done in 1966. “We built this remarkable GTO with a long-time customer of ours … [who] bought this car around five years ago from Arizona,” says the seller. “Originally, he just brought it in for a paint job … [but then] we started working hand in hand to create his ideal GTO.” A lot of extensive body work and subtle custom tweaks were made that you may not be able to see from pictures but, in person, they will reveal themselves. Power for the gold-flake red Goat comes from a 400 bored to 468ci, with power harnessed by a five-speed manual.
“The owner will never tell you how much money went into this amazing car. Neither will we,” adds the seller. “We can tell you that the asking price for this beauty is a small fraction of the total cost to completely restore and modernize this fabulous GTO.” Is this the GOAT Goat? Please tell us once you spend your $169,000.
The AutoHunter Spotlighton this 1957 Chevrolet Bel Air two-door hardtop is a little different from those that have preceded it. After seeing the seller’s handle, I looked up his location and, sure enough, I went to high school with him. He was an upperclassman with an old car, a 1958 Chevrolet Biscayne with a hot 283. Then he bought a 1968 Camaro that, one day, he thought may be a Z/28 until I looked it up and discovered (a learning moment) that all Z/28s had four-speeds, which this didn’t have. Thanks to parking lot high jinks at Brandywine High School, the Camaro was bruised beyond drivability. Desperate for a car, our hero sucked it up and bought a Ford, a 1966-ish Falcon in primer gray (natch). What a downgrade for a Chevy guy! But he worked hard on it and discovered the charms of the Ford small-block, developing a relationship that continued for decades . . . until now, as the seller has come full-circle with this 1957 Chevrolet Bel Air. It is powered by a Vortec 5.7-liter V8 crate motor paired with a 4L80E four-speed automatic, both of which have fewer than 1,000 miles on them since the restoration was completed four years ago. Other features include a Holley Sniper 2 fuel injection system, tubular front suspension, four-wheel power disc brakes, a Vintage Air air conditioning system, and more. Painted in cream with a red and black vinyl and cloth interior, this classic Tri-Five comes from the seller with receipts and a clear title.
The smooth, four-year-old cream paint covers what is believed to be original body panels. Other exterior features include dual chrome side mirrors, anodized gold trim, bumperettes, special Bel Air side trim, rocket-inspired hood ornaments, and more. A set of Chevy Rally-inspired wheels (17-inch front, 18-inch rear) are wrapped in 235/45 Nexen N3000 (front) and 275/45 Michelin Pilot Sport (rear) tires.
The cabin has red vinyl upholstery with black cloth inserts. Interior features include aluminum dashboard trim, power steering, a Vintage Air air conditioning system, and a retro-style radio with Bluetooth.
Instrumentation includes a 120-mph speedometer and gauges for the coolant temperature and fuel level. Additional auxiliary gauges mounted under the dashboard show the coolant temperature and oil pressure. The odometer (currently inoperable) shows 72,500 miles, though the title reads mileage-exempt.
The Vortec 5.7-liter V8 crate engine reportedly puts out 700 horsepower, with a Holley Sniper 2 EFI system and an aluminum radiator assisting. It is hooked up to a 4L80E four-speed automatic sourced from a Camaro. Of course, breathing comes from a dual exhaust system.
The undercarriage is equipped with a Quick Performance Ford nine-inch rear with a 31-spline Yukon Grizzly Locker featuring 3.89:1 gears. Power disc brakes at all four corners are assisted by a Wilwood master cylinder. Other updates include a Classic Performance Products tubular front suspension, Viking adjustable coilovers up front, and new rear leaf springs with polyurethane bushings.
So there you have it—a 1957 Chevrolet Bel Air two-door hardtop owned by one of the motorheads from my high school. Many of them dropped out, but this one persevered and gained knowledge with his experience because, as Mr. Gaskell said in Driver’s Ed, experience is the best teacher. So keep tabs on your time because if you place the highest bid, this car will be yours once 11:15 a.m. (PDT) passes on Monday, June 23, 2025.
This is not my first timetesting the 8-Series in Grand Coupe form. Last year I tested the Alpina B8 version (one of the best cars I have ever driven), but it was my first time behind the wheel of the full rock-and-roll version, the 2025 BMW M8 Competition.
I picked up the car at the JFK airport in New York after returning from my trip to Italy for Ville d’ Este. I live in the Hartford, Connecticut, area, but flew out of JFK because there was a direct flight to Milan available. I knew about the drive back and had arranged the car pickup before leaving for Italy the week before.
It did not occur to me that I would be driving back home from JFK in Monday NYC rush-hour traffic. After realizing this, I put the car in Comfort Mode for the endless stop-and-go traffic indicated by the onboard navigation system, which made the tediously slow drive tolerable enough.
Once I got over the Tappan Zee Bridge, I switched the car to Sport Mode and quickly made tracks back to Connecticut. Now I could see what the car was capable of. If you think of the M8 Competition as a four-door supercar, then you get the picture. The car accelerates at a stupid fast rate—and not just from 0-60 either, but from 60 up to the triple digits. This car just pulls like few other gas-powered cars.
The car’s cabin is also a very nice place to spend time. Despite having “Competition” at the end of its model name, this amazing BMW still has every option that makes the 8-Series a luxury sports sedan. The interior materials—from the open-pored wood trim to the leather-covered seats, dash and even the door pockets—express a look and feel of absolute luxury.
In addition, I was happily surprised to find that the 2025 8-Series have yet to change over to the single big screen featured on every other model. I am not a fan of the single screen and prefer a traditional instrument binnacle in front of the driver, with auxiliary controls on the center screen. The M8 also still has—wonder of wonders—buttons for climate control, something I really miss in other BMWs. If you think of the 2025 M8 Comp as a throwback to the last series of BMW cars but with none of the shortcomings of an older model, you would be correct. It is, in essence, the best of modern BMW cars in terms of its control layout.
The next day I took the M8 on some nearby twisty roads and, while it does not seem as aggressive as the old M5 Competition, the M8 Competition is actually both quicker and faster than the old M8. Handling-wise, the M8 is tiny bit less nimble than the old M5—but not by much. It also has what is possibly the best steering feel of any current BMW model. The M8 Competition easily delivers on BMW’s tagline promise of being the “Ultimate Driving Machine,” with the keyword being “ultimate.” The xDrive system lets the big car dig hard in corners and then propel you out of them like few other cars in its category. Did I mention the four-door supercar bit yet?
If you don’t believe the supercar reference, consider these stats: the 2025 M8 Competition is powered by a twin-turbocharged V8 with 617 horsepower and 553 lb-ft of torque and backed by an eight-speed automatic that delivers power to all four wheels. As an added bonus, you can also disable traction control and send power to only the rear wheels. According to Car and Driver test, this powertrain gives the M8 0-60 mph results of an unbelievable 2.5 seconds. Do believe it, though: I did a quick test with the car and, without trying too hard, saw a 2.7 0-60 run. This puts the M8 Competition firmly in league with cars such as the Turbo S and Bugatti Chiron—and it is capable of a 190-mph top speed with the M Driver’s Package.
After a few days with the M8 Competition, the press fleet people picked it up and I waved goodbye. Unlike the Alpina B8, I did not want to chase it down the road and get it back, but the M8 Competition is a different kind of 8-Series. Where the Alpina model is a true GT car, the M8 Competition is much more of a sports car, with a bit more precise steering, higher horsepower, and more aggressive suspension. I prefer the B8 as I am more of a GT car guy, but if you are sports car guy who loves track days, and uncompromising cornering ability and performance over more creature comforts and the ability to have a softer ride, then the 2025 BMW M8 Competition is the obvious choice in the category.
No, it is not inexpensive—with a base price of $138,800 and an as-tested price of $171,575—but it is a lot less than any supercar I can think of and had the ability to accommodate four adults, unlike a supercar. You can also lease one for $1,529 a month, which seems pretty reasonable to me. If you are interested in the M8 Competition, you can find more info on the link at the top or have fun building one online here.
Ever since the C8 Stingray debuted as a 2020 model, Chevrolet has been consistently raising the midengine Corvette‘s level of performance, often with strategies never used before on a factory model. In 2024, it introduced the E-Ray, the first Corvette with an electric front motor and all-wheel drive. Last year, Chevy announced the latest Corvette ZR1 would have a 5.5-liter DOHC V8 with twin turbos. There was talk that a range-topping model combining the ZR1’s engine and the E-Ray’s electric front-axle motor would wear the name “Zora” in tribute to Zora Arkus-Duntov, the man nicknamed the “Father of the Corvette.” Now, Chevy has revealed that model: the 2026 Corvette ZR1X (though a stretch, let’s pretend the X stands for “Xora”).
The ZR1X is available in two basic forms (coupe and convertible) and two chassis configurations: the standard setup with Michelin Pilot Sport 4 S tires, and a firmer version equipped with the ZTK Performance Package which adds higher spring rates and Michelin Pilot Cup 2 R rubber. A Carbon Aero package adds dive planes, underbody strakes, a Gurney flap over the front heat extractor, and a rear wing that, in unison, generate up to 1,200 pounds of downforce. It is available on the base ZR1X and standard on the ZR1X ZTK.
Both chassis receive the J59 braking package’s 16.5-inch carbon ceramic rotors (the largest discs in Corvette history) and Alcon 10-piston front/6-piston rear calipers as standard equipment—and the ability to pull 1.9G while decelerating from 180 to 120 mph.
The ICE half of the ZR1X—a hand-built LT7 twin-turbo 5.5-liter DOHC V8 that cranks out 1,064 horsepower and 828 lb-ft of torque—goes unchanged. In many ways, so does the E-Ray’s electric front-axle motor, which has the same dimensions and 1.9 kWh of battery capacity. But Chevrolet’s engineers strengthened its internals and managed to boost output to 186 horsepower (up by 26) and 145 lb-ft of torque (up by 20). The ZR1X can draw on that instant power all the up to 160 mph before the front axle disconnects. Combined, the gas and electric components give the ZR1X 1,250 horsepower and enable it to zoom to 60 mph in under two seconds and blast through the quarter mile in under nine seconds at over 150 mph, according to GM’s estimates.
Different modes adjust the ZR1X’s electric power to a variety of driving scenarios. Pushing the Charge+ button activates the Endurance mode, which Chevy says, “adjusts the battery’s energy storage strategy for extended lapping and consistent eAWD output for a full tank of fuel.” In the Qualifying setting, the system tailors the power delivery so the driver can clock the fastest lap time. Push-to-Pass makes the ZR1X’s maximum power available on demand.
Like all other 2026 Vettes, the ZR1X gets the new interior layout as well as the new PTM Pro feature. In the ZR1X, that comes loaded with Regen Brake Torque Vectoring for a mix of agility and energy recovery, Front Axle Pre-Control for maximum grip while exiting corners, and Launch Control for rapidly turning the ZR1X into a distant spec on the horizon.
As of right now, there is no official word on the 2026 Corvette ZR1X’s availability or pricing. Those will be revealed once the super-Vette is closer to production, but it’s safe to say its base price will be significantly higher than the ZR1’s $173,300 MSRP.
Summer officially starts late in the evening of Friday, June 20, 2025. If you haven’t already, you now have an excuse to grill, hit the pool, or finally get yourself a convertible such as our Pick of the Day, a 2004 Lexus SC 430 hardtop convertible posted on ClassicCars.com by a dealership in Chicago.
If you’re a diehard Lexus fan, your choice of which drop-top to pick can be easy because the automaker has only made three: LC 500, IS 250C/350C, and SC 430. Your circumstances and preferences will dictate which one is right for you. Do you prefer the look and solidity of a power-folding hardtop? Scratch the expensive LC convertible off your list. What about the IS? It has the retractable hardtop and is affordable, but a V8 would be cool. That means this two-owner, 42,883-mile 2004 SC 430 is your best way to go open-air cruising.
In a way, wherever you decide to go in this White Gold Crystal SC, you’ll be in the south of France. Why? Because the hotels, villas, and chateaus of the Côte d’Azur were the visual inspiration for the SC 430’s designers. And you and your favorite shotgun passenger will get there in the comfort of power-adjustable Ecru leather front seats surrounded by a generous amount of luxuries: Bird’s-Eye Maple wood trim, power everything, power tilt and telescoping steering column, cruise control, built-in DVD navigation, and nine-speaker, 240-watt Mark Levinson audio system with an in-dash six-disc CD changer. The aluminum alloy hardtop will keep out the elements and unwanted sounds in a way a fabric top can’t. When the weather is nice, lowering the top to let in the sunshine will only take 25 seconds.
Want to get to your summer getaway sooner rather than later? Thanks to its 300-horsepower, 325-lb-ft 4.3-liter V8 and five-speed automatic, the SC 430 can speed up to 60 mph in 5.9 seconds. If you keep your right foot down, you can cover a quarter mile in 14.4 seconds. After that, it’s just a matter of how fast you want to go (of course, until you reach the limited top speed of 156 mph). But if you want to take your time enjoying the SC’s interior and ride quality, your company, and the sights along the way to your destination, that’s alright. Driving a convertible in the summertime should be pleasant and relaxed—you can stress about getting to the office or an appointment by a certain time in any other car.
If this two-owner, low-mileage 2004 Lexus SC 430 is the right convertible for kicking off the start of summer, you can make it yours for $30,595.
