351-Powered ’33 Ford Roadster Hot Rod 5-Speed

Ferrari hasn’t offered a manual transmission since 2012. It almost sounds like a travesty until you think about how racing is the raison d’être for the storied brand and how everything—including dual-clutch transmissions—trickles down from the racetrack. Now it seems that Ferrari may bring back the manual transmission.

Well, sort of.

Even if you cannot afford a Ferrari, the lack of manual transmission is symbolic: if Ferrari doesn’t offer a manual, could that mean the whole world of sports cars and more will be moving towards techie transmissions that can respond faster than the punch of a mantis shrimp? That is what’s been happening, though there are certainly a few holdouts available in the American market. By now, enthusiasts have become used to cringing while reading road tests with performance and gas mileage metrics that lean in favor of automatics.

Car and Driver reports that the automaker is considering bringing back a manual transmission (gated, of course). In a conversation to the Australian magazine Carsales, Ferrari’s chief product development boss, Gianmaria Fulgenzi, went on record saying, “We are reaching the limit of performance in our cars. In Formula 1, it’s 2.3 seconds for zero to 100km/h. With the SF90 XX we are at more or less 2.5 seconds or 2.4 seconds – and that’s with four-wheel drive.” (Technology and the human body can only handle so much, it seems.)

It sounds absurd that a manual transmission may be necessary to dumb-down the Ferrari experience, yet the company has the perspective that manuals “detract from outright performance.” That being said, if a manual transmission becomes available, it won’t be across the board. According to Fulgenzi, the model to receive the option will likely be those within the Icona series “because it’s a car that represents our heritage, a car to be admired and to be driven in a certain way.” If ever a Ferrari is attainable, this isn’t the one.

The upside, if this ends up happening, is that we can hope that Ferrari will follow with a manual transmission for lesser models to give us groundlings something for which to aspire. Plus, maybe Ferrari’s influence will create more manual transmission happiness among all automakers as the world of personal transportation continues to evolve.

There are people in the car community who believe that you’re not so much the owner of a classic as you are the next person to care for it before it changes hands. Jay Leno didn’t just watch after the 1957 Volkswagen Beetle in the video below—he rescued it.

The previous couple who owned the Bug had it since the 1960s and drove it during several milestones in their lives together. Unfortunately, the climate in Colorado was not kind to the VW’s ungalvanized bodywork. Desperate to keep their beloved Beetle intact, even though it meant parting ways with it, the couple reached out to Leno and asked if he would be willing to restore it.

It’s clear what his answer was. But Leno and his crew of talented mechanics and specialists did more than restore this Type 1. While they had the rust-eaten remains apart, they decided to make some key upgrades.

A lot of new sheet metal was required, but it had to be tweaked here and there to fit correctly. Once that was done, the exterior was refinished in the original color, which appears to be Prairie Beige. Inside, the seats received new red vinyl upholstery.

The original engine was tossed out and replaced with a SCAT VW 1,600cc flat-four that produces a much higher 90 horsepower. Leno’s team equipped the new power plant with headers and paired it with a fully synchronized manual gearbox.

This Beetle has one other major upgrade. To find out what it is and how this salvaged icon performs on the road, click the play button below.

Are you a Chevrolet Corvette fan and not feeling the current C8? Does the missing manual transmission give you a conniption? Then check out this Corvette concept developed by General Motors’ UK design team as part of a global design project. The team is part of a new advanced design studio near Birmingham, England.

“As part of the Corvette creative study, we asked multiple studios to develop hypercar concepts, which we’ll see more of later this year,” says Michael Simcoe, senior VP of global design. “It was important that they all pay homage to Corvette’s historic DNA, but each studio brought their own unique creative interpretation to the project. That is exactly what our advanced design studio network is intended to do—push the envelope, challenge convention and imagine what could be.”

General Motors claims there is a multiple personality aspect to this futuristic Corvette, as the distinctive division between the top and bottom halves captures different elements. The top half is a futuristic take on Corvette design hallmarks like the backlite from the “Split-Window” ’63 and the peaked front fenders from the C3 that was introduced in ’68; the bottom half focuses on more technical aspects like channeling air efficiently without the need for wings or spoilers. In fact, if you recall the 1986 Corvette Indy concept and its evolved younger brother, the 1990 CERV III (the third version of the Corporate Engineering Research Vehicle), you can see how this current concept may be an heir apparent of sorts. History has shown that the production-ready mid-engined prototype didn’t take at the time, but the C8 gave enthusiasts (and, posthumously, Zora) their mid-engined Corvette.

“Our advanced design team’s mandate extends well beyond creating production vehicles,” adds Simcoe. “While they collaborate within our global design network on production and concept vehicle programs, these teams are primarily tasked with imagining what mobility could look like five, 10, and even 20 years into the future and driving innovation for GM.”

Thanks to the new, 24,584 square-foot UK design studio (led by seasoned designer Julian Thomson), GM is showing its commitment to Europe as Cadillac makes inroads with its EV business, and as Chevrolet prepares to launch Corvette sales across the continent. It joins other regional studios that include Los Angeles, Shanghai, and Seoul (among others), all of which give valuable insights into respective customer and cultural trends “to drive ideation, innovation, and collaboration” across the organization.

The UK studio also has been working on a GMC concept vehicle in conjunction with GMC’s design team in Detroit; this will be revealed later in 2025.

When introduced in 1966, the Dodge Charger was not originally conceived as the muscle car it would become, but more of a personal luxury car that offered dramatic styling combined with good performance. It was designed to rival cars like the Oldsmobile Toronado and the Ford Thunderbird – not the muscle cars with which the second generation of the Charger would later compete.

The Charger styling embraced the fastback styling of cars like the AMC Rambler Marlin and also created a more sporting interior, featuring both front and rear bucket seats and a center console that went from the front all the way to the back-seat area. It also added a sports-car-inspired instrument cluster.

Sales of the original 1966 and 1967 Chargers were low. This was likely due to a design that many found a bit fragmented or incomplete: The combination of a fastback rear with awkward front and rear dimensions and a narrow track made the car look taller than it was. Despite this, or possibly because of this, I find the original Charger a very interesting design and the epitome of Jet Age awesomeness.

One of these original Chargers, a first-year model, is currently on AutoHunter. We present our AutoHunter Spotlight: A 1966 Dodge Charger, with its auction ending on Monday, April 14.

Powered by a professionally upgraded and rebuilt 383ci V8 backed by a four-speed manual transmission, this 1966 Charger is painted in Bright Red over a black vinyl interior. It is offered by the seller with a dyno test, display boards and a clear title.

This car has received a lot of work and looks to be an excellent example of one of these first-year cars. The seller states that this car is the recipient of total restoration, with over $65,000 invested. It is said to be a multiple-award-winning vehicle. Its performance-enhanced engine was professionally upgraded and rebuilt by Big Al’s Toybox in Gaylordsville, CT, and has been dyno-rated at 435 horsepower – much more than any 1966 Charger came with when new. It is also pretty rare, being one of just 2,809 Chargers built in 1966 with a 383ci V8 and four-speed manual transmission.

The exterior of this Charger looks excellent, and we can well believe it has won at more than a few shows. The exterior received a color change from its original Medium Turquoise (code KK1) to its current color of Bright Red. It includes some cool features, such as original hideaway rotating headlights and full-width taillights. The chrome trim all looks to be in as good a condition as the paint. It rides on stock 14-inch wheels with correct Dodge factory wheel covers and clad in 235/60 Cooper Cobra Radial G/T raised-white-letter tires.

The interior of this Charger, with its black vinyl seats in the correct pattern and material, exemplifies one of the coolest things about these cars. The look of the four buckets with the full center console (which includes the manual shifter and a raised clock) add a serious sporting flair and make these first-generation Chargers stand out from almost any car of the time. Combine that with the three-spoke wood steering wheel and full instrument cluster (which includes a 150-mph speedometer, 6,000-rpm tachometer, and oil pressure, temperature, alternator and fuel gauges) and it looks quite sporty from behind the wheel. This car has also received new carpet and pad in the passenger area, new seat belts, new window and door seals, and a set of Sunpro auxiliary gauges.

Under the hood is the factory-correct 383ci V8 that has been balanced and blueprinted, and bored .040 over. It features Edelbrock machined aluminum cylinder heads, a Weiand aluminum intake manifold, the awesome Holley Sniper EFI kit, and a Comp Cams Hydraulic roller camshaft a with Shaft rocker arm set and double roller timing chain. It also has a set of KB hypereutectic pistons and moly rings, Eagle forged H-beam rods, Howards Cams hydraulic flat roller lifters, an MSD ignition, Mopar Performance aluminum valve covers and an aluminum radiator.

Under the car is a Aeromotive Gen II Stealth fuel tank, the new power front disc brake system and a dual exhaust system. Recent additions also included a new brake master cylinder, as well as new upper and lower control arms.

If ever a car looked ready to go and enjoy, this one is probably the one. This has to be one of the single coolest first-generation Charger builds I have ever seen and is a car I would gladly park in my garage.

If you are a MOPAR fan and want to take a look back at the legend of MOPAR performance, this 1966 Charger is a great car to consider adding to your collection. It’s certainly something you don’t see every day at your local car show. Besides being immensely fun to drive, this Charger also likely has a few more show wins in its future. If you are interested, you should probably start bidding, as the auction for this 1966 Charger ends on this coming Monday, April 14, at 11:15 a.m. MST.

Visit the AutoHunter listing for more information and a photo gallery

As I have grown as an enthusiast, I’ve developed nuanced perspectives that I didn’t have when I was younger. Most of my appreciation was for the peripheral and superficial, and maturity has brought me closer to a more sophisticated appraisal. Our Pick of the Day is like that—a car that requires nuance to understand its place in the muscle car world. This 1969 Oldsmobile 4-4-2 W30 convertible is listed for sale in ClassicCars.com by a dealership in Morgantown, Pennsylvania.

When comparing muscle car performance, we often focus on quarter-mile ETs for a showroom-stock vehicle. Glancing at old road tests, it’s often difficult to know how stock a vehicle was when there have been instances of tomfoolery from either the manufacturer or publication or both. Of course, the famous one was the 1964 Pontiac GTO tested by Car and Driver in its comparison with the Ferrari GTO—around 34 years later, Pontiac adman Jim Wangers admitted the car featured a 421 HO massaged by Royal Pontiac. Magazines also had different reputations with their 1320-feet sprints, with some being hot shoes with tuning and shifting, while others evaluated cars with two aboard. It could even be suggested that there were periodicals that lied about ETs depending on their relationship with the automaker’s PR rep.

And then there’s the nuance: several muscle cars were built to be modified. The Camaro ZL1 may be the most obvious example, but there are others. What about the Boss 429? Likely true, as the race-inspired big-block still carries a reputation that its stock configuration featured somewhat underwhelming performance—Hi-Performance Cars titled its road test “Boss Loss” though that’s absurd considering the test car ran the quarter in 13.34 seconds.

The 1968-69 Oldsmobile 4-4-2 with the W30 package is another such animal. Thanks to General Motors’ edict restricting cubic-inches to 400ci in a mid-size car, Olds had its hands tied and couldn’t use the 455 (enter the Hurst/Olds, but that’s another story), so Olds took another route with a radical camshaft featuring 328 degrees in both intake and exhaust, with 108 degrees overlap. Talk with many Olds folks and they’ll say it was too much cam for a stock engine, but it stands to reason that Olds recommended headers, which would also take advantage of the new separated center exhaust ports. Why compare apples to oranges when come cars were built to be modified?

Of course, being a W30, Oldsmobile included unique Force-Air Induction system that routed air to the carburetor via “mammoth functional air scoops” mounted under the front bumper. Red plastic front fender wells were another subtle identifying trademark of W30s of this era.

The 4-4-2 was heavily facelifted for 1969 and included a split grille and a hood with two planes from cowl to the front edge. 4-4-2s came standard with pinstripes outlining the planes but could be specified with W42 “dual hood pain patches” (included with the W30 package). Out back, the former horizontal taillights gave way to trapezoids that wrapped vertically from the trunk lid to the rear bumper. Of course, this being a 4-4-2, it featured a notched rear bumper with exhaust trumpets poking through.

W30s sold decently considering how impractical they were for the street: 1,389 built. That’s more than the number of Ram Air IV GTOs Pontiac built! When it comes to the convertible, only 121 W30s were built, with 30 featuring the TH400 automatic. This Saffron Yellow 1969 Oldsmobile 4-4-2 W30 is one of those. Other features include the Rally Pack instrumentation package, Deluxe pushbutton AM radio, rear speaker, power steering, three-spoke steering wheel, bench seat, head restraints, Super Stock II wheels, whitewall tires, Anti-Spin axle (required with W30), 3.91 gears, and heavy-duty radiator.

In the Oldsmobile world, you’re going to need documentation to prove W30 status if you’re going to spend the big bucks—this car has it, plus it has also been given a blessing by Steve Minore and his Rocket Report. Simply put, if you’re into the bumper-scooped 4-4-2s, few can top this W-Machine, with the asking price of $165,000 reflecting this.

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

Currently listed on AutoHunter is this one-family-owned 2006 Chevrolet Trailblazer SS, which has covered only 50,300 miles since new. Its SS badges mean it has an LS2 6.0-liter V8 paired with a 4L70E four-speed automatic; all-wheel drive delivers that power to the street. Finished in Bordeaux Red over a Light Gray cloth interior, this performance SUV is now offered by a private seller in Arizona with a CARFAX report and clear title.

The Bordeaux Red exterior comes equipped with fog lights, clear hood deflector, side pinstripes, power mirrors with body-color caps, window visors, running boards, rear mud flaps, polished exhaust outlet, hitch receiver, and trailer wiring plug.

A set of polished aluminum 20-inch wheels sets this SS model apart from regular Trailblazers. Those massive rollers come wrapped in 255/50 Michelin Defender LTX tires.

The Light Gray cloth interior features a power driver seat, power windows and locks, cruise control, tilt steering column, dual-zone climate control with air conditioning, AM/FM radio with a six-disc in-dash CD changer, compass and thermometer displays on the rearview mirror, and power sunroof. Rear passengers have their own HVAC vents and fan split dial, as well as a 12-volt power outlet. The passenger-side wall of the cargo area contains a built-in air compressor.

Instrumentation consists of an 8,000-rpm tachometer, 140-mph speedometer, and oil pressure, voltage, fuel level, and temperature gauges. The digital odometer currently shows 50,300 miles, which is in line with the 47,544 miles listed on the October 2024 CARFAX report.

Under the hood is an LS2 6.0-liter V8 that generates 395 horsepower and 400 lb-ft of torque. A 4L70E four-speed automatic and all-wheel drive deliver the engine’s output to the road.

In addition to a Sport Chassis Package, this Trailblazer SS is equipped with a sport suspension (resulting in a lowered and stiffer suspension), power anti-lock brakes with 12.8-inch rotors, and a limited-slip rear differential.

The auction for this 2006 Chevrolet Trailblazer SS ends on Friday, April 11, 2025 at 12:00 p.m. (PDT).

Visit the AutoHunter listing for more information and a photo gallery

How old is the Honda CR-V? It depends on who you ask. It was officially introduced in 1995, but it didn’t reach the U.S. market until the 1997 model year. To mark 30, Honda Motor Europe came up with the CR-V “Dream Pod” Concept.

The Dream Pod was inspired by Japanese capsule hotels, which provide basic lodging at a price that’s lower than the cost of a regular hotel room. As the base for this bed-away-from-bed, Honda chose a CR-V e:PHEV, its first plug-in hybrid for the European market, which offers up to 49 miles of all-electric range.

The build team then converted the second row and rear cargo area into sleeping quarters. Egoe’s Nestboard 650 can accommodate two adults on its folding double mattress.

After a long day of exploring the outdoors, occupants can wind down in the “tech pods,” which have LED reading lights, pull-out side tables, and even USB charging ports. When it’s time for bed, the retractable blind behind the front seats and black-out shades for the rear windows can be closed to create even better sleeping conditions.

There’s more to the Dream Pod than that, though. The base of the Nestboard 650 contains a drawer that slides out to provide access to a stove, collapsible sink, and storage space for utensils, cutlery, and plates (no word on if there’s a dedicated spot for s’mores ingredients).

Given the CR-V’s official first year on the market, it makes sense that Honda chose one of its European models as the foundation for this custom build. Certainly there’s an appetite for this kind of gear here in the United States. Perhaps in 2027 Honda will commemorate the CR-V’s 30th anniversary in the U.S. with a similar build or by announcing it’s adding car camping/overlanding equipment to the list of available accessories. At the rate Honda’s been going with its more rugged models, maybe it’ll roll out a CR-V TrailSport. In the meantime, we’ll just have to wait to see if any of the Dream Pod’s equipment or—at the very least—essence becomes a reality.