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!
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.
The 1990s introduced a range of vehicles that, while iconic, often faced limitations in performance, aesthetics, or technology. Enthusiasts and tuners recognized the potential in these models, turning to aftermarket modifications to unlock their true capabilities. These enhancements not only addressed factory shortcomings but also transformed these cars into personalized masterpieces, breathing new life into them. The aftermarket revolution played a pivotal role in rescuing certain models from mediocrity, allowing them to shine in the automotive world.
Keeping your vehicle running smoothly for years offers significant financial savings and reduces your environmental impact by lowering manufacturing demand and waste. Regular care not only delays costly repairs but also preserves your car’s resale value. By following proven maintenance tips, you can enjoy a safer, more reliable ride while contributing to a greener planet. Learn more about the benefits of vehicle longevity from Consumer Reports and U.S. Department of Energy.
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
Photo by Maclaine Morgan
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.
Photo by Maclaine Morgan
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.
Photo by Maclaine Morgan
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
Photo by author
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.
Photo by author
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
Photo by Maclaine Morgan
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.
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
This 1950 Ford was built into a street rod in the late 1990s. Its body was painted tangerine and mounted on a modified chassis, which was also fitted with Mustang II-style front end with adjustable coilovers, tubular control arms, and rack-and pinion steering. It rides on 15″ Centerline wheels with staggered tires and four-wheel disc brakes, and the rear end has adjustable dampers and traction bars. Power comes from a Titus Performance-built aluminum 434ci V8 with CHI heads, a CHI 3V aluminum high-rise intake, a Holley double-pumper 850cfm carburetor, and Hooker headers, while the Ford C6 automatic is linked to a 9″ rear end with a limited-slip differential. The custom interior features a roll bar, power-adjustable bucket seats, power windows and locks, a tilt column, Vintage Air climate control, a Sony stereo, and more as described below. Acquired by the selling dealer in 2024, this Shoebox street rod is now offered with spare parts, diagrams, and a clean Pennsylvania title.
Included blueprints dated in the 1990s diagram the car with dimensions.
The body was shaved, the rear fenders were flared to accommodate the wider rear tires, and the chassis was also modified. The tangerine paintwork is contrasted by chrome trim, and modern headlights were fitted.
A Mustang II-style front end with adjustable coilovers, tubular control arms, rack-and pinion steering, and disc brakes was added along with traction bars, adjustable dampers, and disc brakes out back. The 15″ Centerline wheels are mounted with 205/60 Yokohama tires up front and 315/60 Mickey Thompson rubber out back. A dual reservoir master cylinder and GM power steering pump were used.
The custom interior features a roll bar, power-adjustable bucket seats, harnesses, power windows and locks, a tilt column, Vintage Air climate control, a Sony stereo, Lokar pedals, and a Hurst shifter with line lock.
A LeCarra steering wheel and AutoMeter gauges set in a custom wood panel were used. Total chassis mileage is unknown.
The Titus Performance-built aluminum 434ci Cleveland-based V8 has CHI 3V 185cc heads, a CHI 3V aluminum high-rise intake, a Holley double-pumper 850cfm carburetor, and ceramic-coated Hooker headers. A March Performance pulley system and an aluminum radiator were also used along with MSD ignition and a trunk-mounted Holley fuel pump.
The Ford C6 automatic has a reverse valve body and a scatter shield, and it is linked through an aluminum driveshaft to a 9″ Ford rear end with Speedway axles and a limited-slip differential. The dual exhaust system has electric cutouts that bypass the mufflers to the side-exit system.
The car is titled as a 1950 Ford using VIN H0KC116979. Included documentation is displayed below.
This 1940 Chevrolet Master town sedan was built into a street rod around 2002. It is powered by a 350ci V8 topped by an Edelbrock intake manifold and four-barrel carburetor and linked to a Turbo 350 automatic transmission. The body was nosed and decked, the fenders were widened, and the top was chopped before it was painted Brandywine Candy, and it features tunneled taillights, hidden headlights, and a flush fuel filler flap. A ’70 Nova front end was installed along with staggered chrome Cragar wheels, and the cabin is customized as well, with two-tone upholstery, Dakota Digital gauges, air conditioning, power windows, a CD stereo, and a wood-rimmed billet steering wheel. This Chevrolet Master street rod is now offered by the seller on behalf of its owner with an owner’s manual and a clean Illinois title listing the car as a 1940 Chevrolet Custom.
The body was nosed and decked, the fenders were widened ~3″, and the top was chopped ~3″ before it was painted Brandywine Candy, and it features tunneled taillights, hidden headlights, and a flush fuel filler flap. Flaws are depicted in the gallery.
The front end was taken from a 1970 Chevrolet Nova, per the seller, and chrome 14″ and 15″ Cragar wheels are mounted with staggered BFGoodrich tires. Braking is provided by power-assisted drums.
The interior was redone with two-tone upholstery, Dakota Digital gauges, air conditioning, power windows, a CD stereo, and a wood-rimmed billet steering wheel.
The owner has added all of the 2,500 miles on the cluster, which represents the distance driven on the build.
The 350ci V8 is topped by an Edelbrock intake manifold and four-barrel carburetor. An electric fuel pump was also fitted.
A Turbo 350 automatic transmission was installed along with a dual exhaust system. The seller believes the rear end is a 3.08 Positraction unit, and an auxiliary cooler and rear air shocks are also fitted.
The car is titled as a 1940 Chevrolet Custom Classic using VIN 3197711.
Pity American Motors. The company had set its sights on competing toe-to-toe with the Big Three, but its participation in the sporty car segment left a lot to be desired. Your gut may suggest this is not true, so let’s examine the market and see.
In 1968, AMC introduced sporty cars such as the Javelin and AMX that competed nicely with the best pony cars on the market, but AMC had nothing that competed with the likes of the Pontiac GTO. You could claim the Rebel Machine did, but that was a one-and-done model for 1970, and the 1971 Matador with the Machine Go Package was half-baked, with nothing visually to indicate it was a performance model – not to mention it’s likely fewer than 100 were built.
There also was the Hurst-derived Rambler SC/Rambler, which was a nice competitor to the Plymouth Road Runner and Chevrolet Nova SS 396, but it too was a one-hit wonder.
For 1971, AMC introduced the Hornet SC/360, a nice competitor to the Plymouth Duster 340 and even the Duster Twister. Standard was a 240-horsepower 360 and a three-speed, but add the Go Package and you’d get a four-barrel paired with an air induction system, plus the choice of a four-speed in addition to the standard three-speed or automatic. Alas, sales were poor in a year that should have embraced this sort of machine, so AMC discontinued it in the middle of the model year after 784 were built.
Join Muscle Car Campy as he tells us more about this Limelight Green metallic 1971 Hornet SC/360. As you can tell by the scoop, it features the Go Package, plus a four-speed manual, a reclining split bench seat, and several vintage parts underneath the hood.
If you enjoy this video, you can view more from Muscle Car Campy.
