My family has ancestral roots in Switzerland. More specifically, my great-great-great grandfather, Christian Hugi (modified spelling) was born on November 19, 1842, in Bern. He and his wife Margaret moved to the United States in 1879 and made their home in Utah. He passed away in 1922 at age 79 in the city of Logan, where I was born about 60 years later.

My dad is not typically one to travel internationally, but he was interested in the idea of visiting our “homeland,” so to speak. A few of us packed our bags and headed to Europe to explore in early September. In addition to seeing all the grandeur of Lake Geneva, the Matterhorn, and Zurich, we feasted our eyes on the diverse—and sometimes downright odd—cars that were seen roaming the streets. Spoiler alert: it was station-wagons galore!

Cute little EV Honda

I convinced my family to make a pit-stop at a Honda dealership in Bern, and the first vehicle that caught my eye there was a Honda “e”. The e was never sold in the United States, but it was offered in Europe until just a year or two ago. Classified as a “supermini,” it had design language that looked a little bit like the first-generation, five-door, Honda Civic hatchback.

Power for the e came from a 35.5-kWh lithium-ion battery paired with an electric motor, with Honda rating it at a 220-kilometer (137-mile) range. The e was rear-wheel drive—something unique for a Honda. Perhaps the e’s most distinctive feature (to me anyway) was its camera-based side mirrors. Instead of traditional mirrors, the car featured screens that were fed information from a small camera mounted on each door. It was an odd setup for sure, but it did provide benefits in improving aerodynamics and minimizing wind noise.

In addition to the e, we saw other unfamiliar Honda models, including the e:Ny1 and the ZR-V. Otherwise, the dealership looked just about like any U.S. dealership, complete with a customer lounge, brochure display, paint color samples, and other promotional swag. 

Non-U.S. brands abound

During our several days of driving our rental Audi A6 station wagon, we noticed brands like Cupra (owned by Seat), Opel, Peugeot, Renault, and Skoda. We saw just one Ford truck—a Raptor—an occasional Mustang, and several Jeep Grand Cherokees. But the vast majority of vehicles in Switzerland were European-built and have never left the continent.

It will be interesting to see how the marketplace for cars evolves in the United States in the coming years. For urban city-dwellers who need an easy-to-park compact, something like the Honda e might have done well. Perhaps Honda will rework the formula and send one our way!

Back when I lived in Austin, Texas, I went to several restaurants and breweries that not only welcomed the four-legged friends of its patrons, but also supplied water bowls for them. Local trails were filled with pooches on leashes walking a few feet ahead of their human parents. I’m sure that if I asked, one of those people would have told me that the only catch to traveling with dogs is that whatever the dog has been in contact with winds up on their vehicle’s upholstery and carpeting. Bentley seems to be aware of this, which would explain its new Pet Accessory Range for the Bentayga.

According to Bentley, nearly one in three of its clients travel regularly with their pets (including Alexander Kraft, the CEO and owner of Sotheby’s International Realty France—Monaco). The Pet Accessory Range’s all-weather floor and cargo area mats keep the carpeting from soaking up the water and mud dogs may drag in after outdoor adventures. For those who let their dogs ride on the rear seats of their Bentayga, the Pet Accessory Range offers Tailored Rear Seat Protection Covers and Seat Extenders with Quilted Door Cards designed to keep the precious leather free of claw marks. If humans happen to ride back there, they can still buckle themselves and children in thanks to cut-outs for the seat belts and Isofix points. The front- and rear-facing Bentley Dual Drive Vision cameras record journeys and keep an eye on the interior while the Bentayga is barked . . . er, parked.

Like the all-weather floor mats, the padded and waterproof Quilted Load Space Liner with integrated Bumper Protector keeps the rear end of the Bentayga clean and scratch-free. The Bespoke Dog Guard and Moveable Luggage Divider allow Bentayga drivers to carry “Man’s best friend” and suitcases in the rear cargo area.

Perhaps in the future, the artisans in Bentley’s Mulliner bespoke division will offer a built-in vacuum with a leather-wrapped hose for sucking up stray dog hairs, or a removable crystal container for dog biscuits.

Jaguar automobiles are known for their distinctive packaging, performance powertrains, and luxurious amenities. One of the brand’s popular recent models was the XE. Featured on AutoHunter is this 2018 Jaguar XE 25T Prestige AWD Sedan. It is being sold by a dealer in Cicero, Indiana, and the auction will end Wednesday, October 1, 2025, at 11:15 a.m. (PDT).

The XE, known among some enthusiasts as model code X760, was a compact executive saloon marketed by Jaguar from model years 2016-24 as a successor to the popular X-Type. It was known for its athletic handling and stylish design: Car and Driver said, “The XE earns its premium cred when it’s pushed on curvy roads. Its balanced chassis and sharp handling are standout features. Its quick and well-weighted steering live up to its sports-sedan billing, making the car feel lively and providing some feel of the road below.” Depending on options, the XE’s retail price could range widely from about $39,220 all the way up to $60,645.

This car’s handsome Narvik Black over Ebony color combination adds to its executive look, and the cabin’s creature comforts deliver luxury in all the right ways. Included on the equipment list are a touchscreen infotainment system, dual-zone automatic climate control, Bluetooth audio, power moonroof, leather-wrapped multifunction steering wheel, and rotary-style automatic shifter. The all-weather floor mats are a nicety for daily-driving convenience.

Under the car’s hood is a turbocharged 2.0-liter “Ingenium” DOHC inline-four that was rated by the manufacturer at 247 horsepower and 269 lb-ft of torque. An eight-speed automatic transmission and all-wheel drive system work in tandem to send power to all four corners. Grip comes from a set of 225/40 Michelin tires wrapped around 18-inch black-finished alloy wheels.

Looking at the supporting documentation, the CARFAX report classifies the XE as accident-free and damage-free. It was first offered for sale in August 2017 from Jaguar of Fairfield, Connecticut, and was serviced there a number of times over the years. According to the report, the most recent service was performed at Brewster Subaru in New York in February. A New York safety and emissions inspection was performed in March 2024. The current odometer reading is 78,196 miles, in alignment with the CARFAX’s chronological history.

The XE comes with all the luxury and tech one would expect from a premium brand, not to mention sprightly performance from a turbocharged powertrain. Here’s your chance to own a well-maintained example for a fraction of its original retail price!

The auction for this 2018 Jaguar XE 25T Prestige AWD Sedan ends Wednesday, October 1, 2025, at 11:15 a.m. (PDT).

Visit the AutoHunter listing for more information and a photo gallery

Nineteen sixty-three was an especially important model year for Ford. Sure, it was a year before the introduction of the Mustang, but there was a lot of action in Dearborn as the Total Performance racing program was getting under way. To support this program, Ford introduced several special updates in the middle of the model year, with our Pick of the Day being the dark horse of the bunch. This 1963½ Ford Falcon Sprint convertible is currently listed for sale on ClassicCars.com by a dealer in Prosperity, South Carolina.

The most famous mid-year addition was the 427 V8. As a replacement for the 406, the 427 also was offered with single and multiple carburetion. Both engines had a single four-barrel version, but the step-up 406 featured a tri-carb induction system, while the 427 featured dual quads.

Ford showcased this engine in another mid-year item: the Sports Hardtop. Before this moment, Ford hardtops featured a Thunderbird-inspired roofline. It imparted a prestigious image, but it was hardly sleek, and sleek was the name of the game when it came to NASCAR. The new roofline, available in both Galaxie 500 and Galaxie 500/XL series, was advertised as having a “true convertible lilt” as it resembled the convertible with the top up.

While the mid-size Fairlane continued to utilize the older formal roof, there was a noteworthy addition under the hood: the 289 small-block. Of special note was the introduction of the 289 High-Performance, a solid-lifter V8 that would make the Shelby Cobra famous (and was available mid-year—there’s that word again—for the Mustang in the summer of ’64).

The lowly Falcon also bore the fruits of Ford’s mid-year updates. First was the introduction of the first Falcon hardtop: Falcon Futura, buckets-and-console Falcon Futura Sports Coupe, and Falcon Sprint. All had a slick roofline similar to the Galaxie’s, though it did not quite resemble a raised convertible top.

Ford also introduced the first V8 for the Falcon; the all-new Sprint was built with it standard. It was considered a “new kind of Falcon … loaded with spirit to match its elegant interior.” Standard was a 164-horsepower Sprint 260 V8 and simulated wire wheel covers “plus many other sports car trimmings,” such as a three-spoke steering wheel and a tachometer. Also available as a convertible, the Sprint could be characterized as a proto-Mustang wearing different duds.

This Viking Blue 1963½ Ford Falcon Sprint convertible is one of 4,602 built and features only 85,000 miles on the clock. Spec’d out with an automatic transmission and power steering, this is a sporty cruiser that exploits the ingredients that would eventually lead to the creation of the pony car segment. “Car was purchased from the original owner in Huntington Beach, California in 2001. Same owner since,” says the seller. “It has a great, hit-free rust-free body.” Even the original Sprint exhaust is intact!

There were a host of compacts in the early 1960s equipped with bucket seats, a console, and tons of sporting flavor. All of them were steps in the direction of what we’d learn to love as pony cars, but only one can claim authentic lineage to the Mustang: this car. For $35,000, you can prance in Total Performance splendor.

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

Back in 2021, Jeep announced that it would do something that it had never done in the 34-year history of the Wrangler: offer it with a V8. It wasn’t just a regular 5.7-liter Hemi, though—Jeep went up a notch and stuffed the massive 392 between the JL Wrangler’s hood latches. Just a few years later, Jeep broke the news that the limited-production (3,700 units worldwide) 2024 model would be the Final Edition of the off-road monster. It didn’t take long for Jeep to change its tune: the 2025 Wrangler Rubicon 392 would be the end of the line. Naturally, I jumped at the chance to review one while I still could.

EVOLUTIONARY CHANGE

Since it debuted, the Wrangler Rubicon 392 has become progressively better equipped and more capable. It started off with upgraded frame rails, unique suspension geometry, heavy-duty brakes, FOX shocks, and 33-inch tires on 17-inch beadlock-capable wheels. For 2024, all Wranglers received a new seven-slot grille design, updated interior with standard 12.3-inch Uconnect 5 infotainment touchscreen, wireless Android Auto and Apple CarPlay, standard side curtain airbags in the first and second rows, and more. Rubicon models came equipped with a Dana 44 full-float rear axle designed for greater strength and easier worst-case-scenario repairs. The same year, Jeep upgraded the Rubicon 392 for its send-off by adding a Warn 8,000-pound winch, rock sliders, tool kit, a half inch to the existing two-inch lift, and a triple-hoop grille guard.

The Rubicon 392’s price has increased with those improvements. With the $1,495 destination charge included, the 2021 launch edition had an MSRP of $74,995. According to the window sticker, my 2025 Final Edition test vehicle had a starting price of $99,995. Adding the Hydro Blue Pearl-Coat paint, Sky One-Touch power-retractable soft top, and the built-in Mopar air compressor took the final price up to a stratospheric $108,475.

WHERE THE MONEY WENT

What hasn’t changed is the thing that makes the Rubicon 392 the ultimate factory Wrangler: the 6.4-liter Hemi, which fires 470 horses and 470 lb-ft of torque through an eight-speed automatic and Selec-Trac full-time four-wheel drive.

Given how high it stood on its 35-inch BFGoodrich KO2s and the malevolence coming out of the dual-mode exhaust’s four outlets, there was no mistaking the Rubicon 392 for a regular Wrangler. But the engine that made it special also highlighted the relative ordinariness of everything around it. Although my media loaner had Nappa leather seats and the fancy retractable roof, it didn’t feel like I was in a $100,000-plus vehicle.

And even though the big Hemi gave the Wrangler a huge boost in power, the changes seemed to stop there. Yes, the Rubicon 392 was as quick as some sports cars, with a 0-60 mph time of 4.5 seconds, but its engine didn’t magically transform it into a fundamentally different vehicle. The sum was not greater than its parts: the Rubicon 392 felt like a Wrangler with a giant engine in it. That’s not necessarily a bad thing. In hindsight, that simplicity was refreshing in an age in which so many companies try to make their SUVs haul people and cargo like a utility vehicle yet accelerate and handle like a performance sedan—there’s nothing wrong with a dedicated, specialist vehicle. Despite its extra grunt, the Rubicon 392 is still undeniably a body-on-frame rig focused on dominating whatever it encounters in the wild. The combination of that singular focus with nearly 500 horsepower makes the Rubicon a ridiculous, wild, indulgent, over-the-top cartoon of a vehicle rendered in metal and rubber. It felt like an absolute tank and made me feel as if I could roll over anything. If I didn’t feel like doing that, I could blow past it with a quick stab of the throttle and a big grin on my face, the 392 roaring furiously the whole way.

JUST GO WITH IT

To my pleasant surprise, my weekend with the Rubicon 392 coincided with my pal Brad and his friend Chris having rare openings in their busy schedules. After I picked them up, we blazed our way to the Four Peaks trail in Arizona’s Tonto National Forest. The plan was to test the Rubicon 392 much like my colleague Luke and I did when we had the 2025 Toyota Tacoma Trailhunter. I had no concerns about getting stuck because we aired the tires down with the Mopar air compressor and the front and rear lockers could get the rest done.

For better traction and throttle control, I muscled the transfer case lever into 4LO and started the ascent up the main trail. The higher we climbed, the more stunning the views were—and the further we kept going. The idea of going back down to find an obstacle that would ultimately fail to challenge the Rubicon 392’s grip and ground clearance became less and less appealing. All I wanted to do was go higher. Luckily, Brad and Chris felt the same way. At one point, we reached a pull-off area that gave us an unforgettable view of Roosevelt Lake. By the time we turned around to go back down, we were roughly 5,800 feet up.

A part of me felt uneasy about not having conducted a technical test of the Rubicon 392, but then I thought about our excursion and what the Wrangler is all about. It’s built to take you anywhere you want to go, no matter how remote, no matter how challenging the journey there may be. Swept away by the spirit of adventure, Brad, Chris, and I wanted to go where the trail ahead took us. The Rubicon 392 got us there, just as V8-powered CJs in decades past transported their passengers to distant peaks miles away from awe-inspiring horizons.

MORE TO COME

It seems even the second iteration of the Jeep Wrangler Rubicon 392 Final Edition is a point on a timeline, not the end of it. Back in August, Jeep CEO Bob Broderdorf said, “We will extend the availability of the 392 Wrangler, and in fact, we will tap the power and performance of the Hemi across Jeep products as new projects are already underway.” While that means the 2025 Final Edition won’t be a singular piece of Jeep history, the trade-off is that future V8 Jeeps will give more people a chance to tap into a significant part of the brand’s past—something that has always been a part of its vehicles, especially the Wrangler.

Click above and watch our full video review on YouTube!

Does status and prestige build a better car? That’s the question to keep in mind as we dive into Consumer Guide’s overview of 1970s Lincoln vehicles in the used car market.

While it may seem the initial 1970 Lincolns were unique, the truth is that the Continental shared a chassis with full-size Ford Motor Company vehicles, and the Mark III shared its platform with the four-door Thunderbird. And don’t forget the Versailles! Through the end of the decade, Lincolns would share platforms with Ford and Mercury vehicles even when they were being downsized. By association, we can assume Consumer Guide’s recommendations should mirror those it had for Ford and Mercury vehicles, but we also know nothing can be assumed.

Let’s take a look at Lincoln, then you can compare the ratings below with those for Ford and Mercury models. Please note the CG rating scale of 5 being Excellent and 1 being Poor.

Lincoln
“Virtually any car from … Lincoln will deliver a full 100,000 miles of useful life with a minimum of major repairs.”

• Continental: “Impressive size, ride, and comfort. Note less-than-glowing recall history [but] above-average repair record.” CG rating: 3
• Continental Mark III: “Handling ponderous, steering feels a contradiction in terms.” CG rating: 3
• Continental Mark IV: “Workmanship above-average, as is the overall repair record for this series.” CG rating: 3
• Continental Mark V: “Less back seat space [than the Mark IV] … Average overall repair record improves to above-average for ’79.” CG rating: 3
• Continental Mark VI: “Far less distinctive than Marks III through V, but better for it.” CG rating: N/A
• Versailles: “If you are looking for a car of this type, consider a first-generation Seville instead.” CG rating: N/A