At the Petersen Automotive Museum in Los Angeles, you can check out three floors of antique, classic, modern, and exotic cars plus all the rarities in the Vault. But if you wanted to see how all those stunning vehicles are maintained and preserved, you couldn’t—until recently. The Petersen is now selling tickets for its Workshop Tours.
A classic Porsche and Corvette in the Workshop
During the Workshop Tour, 25 attendees get to see how the museum’s mechanics, technicians, detailers, and porters keep the exhibit vehicles running and looking their best. The cars in the Workshop change regularly; one that previously received some TLC there was a 1993 Bugatti EB 110, the 552-horsepower, V12-powered product of the iconic brand’s 1990s Italian renaissance.
1957 Mercedes-Benz 300 SL
As part of the walk-through, museum staff will also take visitors on a guided tour of the Vault, which currently houses a 1939 Bugatti Type 57C Atalante, 1948 Tucker 48, and 1957 Mercedes-Benz 300 SL “Gullwing.”
1955 LaSalle II Roadster and LaSalle II Sedan in the GM’s Marvelous Motorama exhibit
The Workshop Tours are only available on Saturdays; tickets are $99 for adults (18+) and $50 for children 17 and under. Each ticket also includes general admission so, once the guided tour is over, you can begin the free-roaming tour of the museum’s various exhibits, such as The Wedge Revolution: Cars on the Cutting Edge and GM’s Marvelous Motorama: Dream Cars from the Joe Bortz Collection. For more information on the Petersen Automotive Museum’s Workshop Tours, click here.
Right now on AutoHunter, you can find this restored 1968 MG MGB GT. It features several significant updates, including a reupholstered interior and a rebuilt 1.8-liter inline-four engine mated to a rebuilt four-speed manual gearbox. Finished in red over a black cloth and vinyl interior, this Mark II MGB is now offered by the selling dealer in Arizona with maintenance records and a clear title.
The red body features chrome bumpers with guards, bright window and body side trim, lift-up rear hatch, external fuel cap, and single exhaust outlet.
A set of 175/70 Hankook Optimo H724 radial tires surround the 14-inch wire wheels.
Under prior ownership, the front bucket seats were reupholstered in black cloth and vinyl. Interior features include replacement floor pans, wood-rimmed steering wheel, rack-and-pinion steering, radio delete, floor-mounted manual shifter, and black vinyl low-back rear bench seat.
The Smiths instrumentation consists of a 7,000-rpm tachometer, 120-mph speedometer, and gauges for the fuel level, oil pressure, and temperature. The odometer shows 67,821 miles, but the title for this vehicle indicates it’s mileage-exempt.
Both the BMC (British Motor Corporation) B-series 1.8-liter I4 and the four-speed manual transmission were rebuilt in 2021. The engine came from the factory offering 95 brake horsepower at 5,400 rpm, and 110 lb-ft of torque at 3,300 rpm, with 8.8:1 compression. Recent updates include new fluids and rebuilt dual carburetors.
This little British hatchback holds the road thanks to an independent front suspension and semi-elliptic rear springs. The braking system, which includes front discs and rear drums, was completely overhauled.
You can see this 1968 MG MGB GT in action in the video below. To see it parked in front of your house, you need to place the winning bid. Do that soon because the auction ends on Wednesday, September 10, 2025, at 11:45 a.m. PDT.
Everybody loves a Jeep! But that affection is sometimes conditional…
The Wrangler is now in its fourth generation, with the best-selling current JL-chassis version having been on sale since 2018, and facelifted for 2024. This model –the one everyone pictures when they hear the word “Jeep”– has World War II origins, but it debuted in this form for 1987 with the YJ-chassis Wrangler, built through 1995. While the YJ offered more comfort, stability, and modernity than the long-serving yet controversial CJ, it was vilified by the hardest of Jeep’s hardcore fans primarily for the nontraditional appearance of its front end, courtesy of a pair of rectangular sealed-beam headlights (plus matching secondary lighting) flanking a kinked grille. The modernized 4×4 was lower, wider, and handled better on the road than its predecessors, making it better suited to the carlike everyday use its owners were subjecting it to. Indeed, forthcoming Wrangler variants would bring new meaning to this Jeep once allegedly called “America’s Sports Car.”
The sportiest Jeep of this era –and one of the most valuable today— was the body-kitted 1991-’94 Wrangler Renegade. Photo courtesy of Stellantis Media
Something Borrowed, Something New
The new Jeep was released to the public the year that Chrysler bought the brand as part of its purchase of American Motors, and AMC had worked very hard to engineer it with capability befitting the marque. The Wrangler used Jeep’s Command-Trac selectable 4WD system and could be ordered with two AMC-sourced engines: a fuel-injected 2.5-liter/150-cu.in. (117 hp/135 lb-ft) inline-four mated to a five-speed manual or a carbureted 4.2-liter/258-cu.in. (112 hp/210 lb-ft) inline-six paired with the five-speed or optional three-speed automatic. The much-loved, fuel-injected 4.0-liter (180 hp/220 lb-ft) inline-six came online for 1991 when the newly multi-port-injected four made 123 hp/139 lb-ft; the roll cage structure was redesigned for 1992 to offer an upper mounting point for rear shoulder harnesses; anti-lock brakes became available for 1993; and the automatic could be paired with the four-cylinder for ’94. Wrangler buyers could choose many different trim levels, including the bold Renegade, the upmarket Laredo and Sahara, the Islander, and the Rio Grande. They could have half or full hard doors, folding soft or removable hard tops, and a plethora of accessories to enhance the off- and on-road Jeeping experience.
The Hemmings Marketplace is home to a good many Jeep Wranglers, and these two collector-quality YJs beg the question- can you embrace the Eighties styling and recognize the goodness within these modern classics?
This first-year Wrangler features the torquey inline-six engine and column-shift automatic, retrimmed seating with a center console, and it’s been accessorized with aftermarket wheels, body-trim brightwork, a bikini top, and a CD stereo, and more.
The seller purchased the Jeep in October of 2016. It was already a spectacle show-type Jeep. The restoration was performed in 2012 at the odometer reading of 136,402. The seller serviced the Jeep very well, and recently installed a new radiator. He has only put 5,000 (or so) miles on the Jeep since he’s owned it. It’s been a “fun go-to-the-beach” car. The engine is the original 4.2 inline-6. The car has been kept inside at the seller’s estate. Overview of my opinions: drives great – tuned well. Good smooth acceleration, transmission shifts smooth, solid suspension; nice feel to the ride, steering does not have any excessive slop or play at all, the brakes are excellent, tires have lots of tread on them – no strange odors in the interior, not a smoked-in car, no weird old-Jeep smells. The underbelly is clean – We are told that the car has always parked inside – it was never stored outside.
This 1991 Wrangler is an ultra-low-mileage example powered by the multi-port-injected four-cylinder mated to a five-speed manual gearbox. It’s got steel half doors and a folding soft top, seat covers, woodgrain dash trim, locking storage boxes, and an anti-theft alarm.
Only driven on nice days and seeing little (if any) off-road duty, this pampered 1991 Jeep Wrangler has just 15,382 miles on its odometer. And it looks and drives like it does, as well, having been properly stored and maintained throughout its 34 years. Walk around the Wrangler and you’ll be amazed at its rust-free and arrow-straight original body and its beautiful original bright red paint. Even the original steelie wheels are still on the Jeep — no ridiculously oversized wheels and tires here. The underside is rock-solid and there are side step rails to make it easier to hop in and out. A soft top and half doors add to the Wrangler’s playful nature. Inside, it is similarly impressive: to preserve the original upholstery, handsome two-tone fitted seat covers are in place. Other highlights include full instrumentation, wooden dash accents, custom lockable storage boxes front and rear, a 400-watt inverter, a Chapman alarm system and two sets of keys. Under the hood is Jeep’s stout 2.5-liter inline-four. Known for its reliability and longevity, it also provides better fuel economy than the big inline-six. A 5-speed manual gearbox adds to the fun of wheeling this Wrangler around and of course it has 4-wheel drive. A recent front brake service has been performed and notably the Jeep still has its original exhaust system apart from a replaced muffler. It is turn-key ready to go and there is plenty of time ahead for summer cruising and fall foliage rides! With its combination of incredibly low mileage and amazing condition, this Wrangler must be seen and driven to be believed.
Do Today’s Collectors Want These Modern-Classic 4x4s?
For many years, the answer to that question was, “Not really.” A 2018 HemmingsStock Exchange feature highlighting the YJ indicated that, at that time, this model was in “used-car-value limbo.” This is changing, although first-generation Wranglers are still the Porsche 996s of Jeeps: they remain the most affordable way to get into the driver’s seat, despite having caught the attention of the RADwood crowd. The best examples –attractively modified versions and well-kept originals, especially in upmarket trim– are starting to bring real money, with classic.com noting YJ Wranglers have a current average public-sale value of nearly $15,000.
Are you a Jeep kind of person? And if so, would you rock a “square light” Wrangler?
I’ve met plenty of people in my time here at Hemmings who have declared, “They’re going to bury me in it,” when referencing a beloved car. I don’t doubt their sincerity, but I have yet to know anyone personally whose car has joined them under the earth upon shifting off the mortal coil— the human coil, that is.
If we love these things so much, why are there some cars for some people that become “forever” cars? Ostensibly, they are transportation appliances, and we generally don’t keep appliances forever. I suppose we would if we could, but given the nature of appliances today… alas, fodder for a different column. Those household appliances surely don’t fire up our senses quite like our automobiles. I know the specs and details of my vehicles past and present but can hardly quote the power of my oven or the rpm of the rotating glass plate in my microwave.
I bought my BMW M coupe new in 2002. I never intended it to be a forever car.
It was supposed to be just one in another series of fun, somewhat irresponsible things I drove until I did something age appropriate and properly grew up, like buying a minivan.
At the time, it was perfect: small, nimble and powered by a high-revving inline-six—all the things I cared about in a car. It had a hatchback with space for a suitcase or two in the cargo area. What more could I possibly need?
Though I don’t drive it as much, I still love getting behind the wheel of that BMW. When stomping the throttle of its solid-lifter, twin-cam engine, holding back shifting until close to that 7,600-rpm redline, any thoughts of wanting to do something responsible, minivan-related or otherwise, go right out the window.
I just never expected to keep it as long as I have. I’m a big fan of classic coupes, and I saw the M coupe as the 21st century version of the MG C/GT or Porsche 928. I figured that my time with it would be brief as those more responsible vehicles began to populate the driveway, just as the population of our family grew.
There was a brief time immediately after the birth of our first child, while we were living in the heart of New York City in a one-bedroom apartment, when the two-seat hatchback was our only car. “Somewhat irresponsible” would probably qualify as an understatement. There are probably some points I still have not paid back to Señora Shea for tolerating that move. Thank goodness she doesn’t keep score. She doesn’t, right?
Walking by the M in the garage the other day (on my way to the minivan in the driveway), I thought about those folks who plan to keep their cars forever. Recently, I talked to my friend Richard, whose 1966 Shelby G.T. 350 we featured in Hemmings Muscle Machines 13 years ago. He bought the stripe-delete, four-speed Shelby new to use in competition.
For six years, Richard rode in the right seat of that Shelby while his good friend Walter piloted the car in dozens of SCCA rallies. After occasional use over the next two decades, Richard and a friend restored the car.
An active member of the Shelby club for many years now, Richard is quite sure he’s the last original owner of a 1966 Shelby G.T. 350. Despite its unimpeachable provenance and history, the Shelby is hardly a garage queen. When Richard offered me the chance to drive the G.T. 350 for the article, it had 172,000 miles on it. Today, that number is closing in on 200,000. Richard and his wife, P.K., still take it to various Shelby gatherings, other car shows, and regular Sunday donut runs with fellow automobile aficionados. After all this time, he still really enjoys the car.
I suppose there was a time I kept the BMW just because. Just because it was already in the garage. Just because I didn’t need to sell it. Just because I’ve been damn lucky not to need to sell it.
Will I keep the BMW forever? I can’t say right now. There might come a time when I no longer enjoy driving it. Maybe I will need to sell it at some point. I’ve only got half the mileage on it that Richard has on his 59-year-old Shelby. I can say, however, please don’t bury me in it. It would be a shame for such a fun car to no longer be enjoyed when I am gone.
The MG T-Series cars started the sports car craze in America. When servicemen brought their MG TCs back to the U.S. after World War II, Americans had not seen anything like them before. These small sporting cars handled better than anything built in North America. They also looked great, which helped sell thousands of T-Series cars in the U.S.
After the prewar-based MG TC came the more modern yet still classic-looking TD, followed by the final T-Series car—and the one many think of as the most beautiful of them all—the MG TF.
The TF incorporated the headlights into the fender, making for a more streamlined look. The interior was also upgraded, with the bench seat replaced with buckets and the dashboard now featuring octagon-shaped gauges similar to MG’s earlier sporting cars of the 1920s and ’30s.
The MG TF, though, was not a success, as cars from Triumph and other manufacturers began offering better performance and more modern amenities. MG sold a total of only 13,002 MG TF models—not a lot when compared to the almost 30,000 TDs sold.
The seller states this 1954 MG TF roadster has been driven only 1,000 miles since its 1999 restoration and has 75,404 according to the title. This is an award-winning example with a long list of First Place awards and a “Best Of” at British car and MG gatherings in the Philadelphia region. If a T-Series has been on your radar, the seller maintains this one should be seriously considered—and I agree, as it looks like a great car, with tens of thousands of dollars spent on the restoration.
Looking at the photos, everything appears correct, something not common on many T-Series vehicles. It often seems as though people feel they have a better idea and try to upgrade these cars with things like incorrect wood dashboards and then go cheap and use vinyl on the seats. This is not one of those cars.
The exterior looks excellent and is painted in the correct MG TF color of MG Red. The chrome not only looks correct but also appears to be in as good of shape as the paintwork. It is both correct and nicely done.
The interior is the same, with the correct red leather used on the seats. All trim looks like it should for a correctly restored car. I simply love this car’s octagon gauges and the original steering wheel.
Under the hood is the correct, clean, and show-worthy 76.3ci inline four-cylinder XPAG engine, which was factory-rated at 57.5 horsepower. It is fed by a pair of correct SU carburetors with the correct air cleaners. The correct four-speed manual transmission sends power to 4.875 gears in back and drum brakes are on both the front and rear wheels.
This car also features wire wheels (optional at the time), which I feel every TF needs to look its best.
This TF is also super-clean underneath. The maroon paint used on the engine block also shows on the transmission for a bit more dress-up appeal. The single exhaust flows through a stock-style muffler. The suspension consists of coil springs up front and leaf springs in the rear. The hardware, knuckles, wiring, and frame are all clean and show-worthy.
The seller also includes a drivability report in which (s)he describes this MG TF as a well-sorted show car that provides a trouble-free ride and, despite the horsepower numbers, delivers a spirited drive that—with the top down and low seating position—can only be described as exhilarating. It is a completely analog driving experience, the very essence of what driving a classic British sports car should be and nothing else. The seller adds that everything works, including all light gauges.
If you want a great example of the epitome of a classic British roadster, this MG TF is just the ticket—and, at $36,900, is very nicely priced. Act fast or it will be gone.
This 1940 Ford coupe recently underwent ~$186k worth of work at Hot Rods by Dean. Highlighting the build is the crate Roush 427R V8 that is linked to a heavy-duty Hughes Performance 700R4 automatic and a Winters Performance quick-change rear end. The black-over-tan coupe rides on a TCI chassis with an independent front end, front disc brakes, a four-link rear with coilovers, a Winters Performance 11″ rear brake kit, and steel wheels with Deluxe hubcaps. Inside is bound German square-weave carpeting, air conditioning, a vintage-look cluster, and a Lokar shifter, and the car also has ceramic-coated headers and a dual exhaust system. The seller acquired the car on BaT in in March 2025 for a client, and it is now offered of their behalf in California with records and a clean Arizona title.
The car is believed to have retained the majority of its factory paint, though Hot Rods by Dean performed some body and paintwork during the refurbishment. Thin paint is noted in some areas.
The car rides on a TCI chassis featuring an independent front end with tubular control arms, coilovers, and disc brakes.
The four-link rear has adjustable coilovers and a Winters Performance 11″ drum kit.
The staggered black steel wheels are accented by chrome Ford Deluxe hubcaps.
The interior was overhauled with tan upholstery on the bench seat, bound German square-weave carpeting, a Lokar shifter, and Vintage Air climate control.
Classic Instruments supplied the vintage-look cluster, and the reproduction steering wheel is from Roadster Supply. The 78 miles indicated represents the mileage driven since completion of the build.
The crate Roush 427R V8 is topped by an Edelbrock Super Victor intake manifold and a Holley double-pumper carburetor, and the BBK headers are ceramic-coated. The Johnson’s radiator is cooled by a Zirgo electric fan.
The heavy-duty Hughes Performance 700R4 has a 3,000-RPM stall converter and is linked to a Winters Performance big-bearing, quick-change rear end with a polished housing. The dual exhaust system utilizes Borla mufflers.
Records outlining the ~$186k worth of work are detailed in the gallery.
This 1937 Chevrolet coupe is a right-hand-drive model built in Canada and sold new in New Zealand, where it was purchased by the seller’s father in the mid-1960s, after which it was modified for racing and campaigned in “All-Comers” events through 1971. It was featured in New Zealand Hot Rod magazine in January 1969 and March 1970, and it was also featured in print advertising for Jolly Wide wheels during that period. A modified 250ci inline-six is equipped with triple Carter carburetors, a fabricated copper intake manifold, and a dual-point ignition system, while the suspension has been modified with a later anti-roll bar, additional leafs in the rear springs, and rear traction bars. The seller reports that the car was put into storage after the Packard three-speed transmission failed in 1971, and it was moved to the US in the early 1990s. Fabricated low-back bucket seats are trimmed in black vinyl with yellow piping, and reinforcements for the trunk and quarter panels were removed during the build along with the running boards. The body is finished in maroon with yellow pinstripes, the bumpers have been removed, and a removable front tow bar has been fitted. This Chevrolet race car is now offered as a non-running project at no reserve in Arizona with copies of the aforementioned magazines and a bill of sale.
The steel body was refinished in the 1960s in maroon with yellow pinstripes and number 40 roundels on the doors. The seller notes support ribs beneath the trunk and inner quarter panels were removed during the 1960s, and the running boards were also removed. The car does not have bumpers, and a removable tow bar is attached to the front frame horns. Dents are visible in the roof along with cracking seals and paint chips and scratches around the body.
The chrome-accented Jolly Wide wheels are mounted with 6.00-15″ Dunlop Racing tires up front and 12.35-15″ Goodyear Blue Streak Special tires out back. The suspension was modified with a 1939 Chevrolet anti-roll bar, Holden EJ tube shocks, rear lowering blocks, additional leafs in the rear springs, and adjustable rear traction bars. Braking is handled by four-wheel hydraulic drums that were reportedly fitted with truck-specification shoes.
Custom-fabricated low-back bucket seats are trimmed in black with yellow piping and accompanied by black carpeting. The fabricated shifter handle is topped with a red and white shift knob.
The right-hand-drive steering wheel frames Smiths instrumentation consisting of a tachometer and auxiliary gauges. The car does not have a speedometer or odometer, and total mileage is unknown.
The later inline-six is said to be a 250ci unit that was overbored to accept 265ci pistons, at which time the block was decked, a deeper oil pan was installed along with a GMC oil pump. Triple Carter carburetors remain along with a custom-fabricated copper intake manifold, a fabricated exhaust header, and a dual point distributor. The engine has not been started since the early 1970s.
The car was fitted with a Packard three-speed manual transmission in the 1960s. The seller notes the transmission failed in 1971 and the car has been stored since. The driveshaft has been removed.
The included article from the March 1970 issue of New Zealand Hot Rod details the build.
The car does not have a title, and it is being offered for off-road use with a bill of sale.
The 1990s are often remembered for their emphasis on practicality in automotive design. However, beneath the surface, many vehicles from this era were equipped with luxury features that set them apart. These understated comforts, advanced technologies, and convenient amenities were often overlooked, yet they significantly enhanced the driving experience. This article explores ten such cars that discreetly incorporated luxury elements, blending everyday usability with unexpected opulence.
After a period of quiet evolution, Audi is revitalizing its brand with a groundbreaking new design philosophy, signaled by the reveal of the all-electric Audi Concept C sports car. Unveiled in Milan and slated for a public appearance at the IAA in Munich, this two-seater convertible is a bold step forward, channeling the legacy of the beloved TT and the iconic R8 into a single, minimalist electric halo car.
The production version of the Concept C, expected to launch in 2027, promises to reshape Audi’s identity and capture the hearts of sports car enthusiasts. It represents a “TT moment 2.0,” a blend of clear design and emotional performance that signals a new electric era for the brand.
The Audi Concept C was led by Massimo Frascella, Audi’s Chief Creative Officer since June 2024. Before joining Audi, Frascella was the Head of Design at Jaguar Land Rover, where he was credited with shaping the current Range Rover design language.
The birth of “Radical Simplicity”
The Concept C is the first full expression of Audi’s new “radical simplicity” design language. Overseen by Chief Creative Officer Massimo Frascella, who also worked on the modern Land Rover Defender, the new aesthetic is defined by uncluttered surfaces and purposeful lines. Key design elements include:
Vertical frame grille: Inspired by the legendary 1936 Auto Union Type C racer, a new upright vertical frame now defines the front end, giving the Concept C a distinct and modern face.
Monolithic body: The overall silhouette is characterized by broad, muscular surfaces punctuated by a single, sharp character line. This gives the car a solid, anchored look, amplified by the cab-back proportions made possible by its central-battery layout.
Quad-element lighting: A new four-element light signature, seen in both the headlights and taillights, creates a new visual identity for the Audi brand that will appear on future models.
Retractable hardtop: In a first for an Audi roadster, the Concept C features an electrically retractable hardtop with two folding panels. This offers the best of both worlds: the security of a coupe with the freedom of a convertible.
A refined and distraction-free interior
Audi’s shift to simplicity extends to the cabin, which offers a stark departure from the multi-screen interiors of many current models. The Concept C embraces a “shy tech” approach, with a focus on high-quality materials and tactile feedback.
Foldable screen: The 10.4-inch center infotainment display folds away into the dashboard when not in use, creating a minimalist and distraction-free environment.
Tactile controls: Anodized aluminum switches and controls provide satisfying, mechanical feedback, a clear response to complaints about the capacitive touch controls found on other Volkswagen Group products.
Sustainable materials: The interior features wool and recycled textiles instead of leather and plastic, signaling Audi’s commitment to sustainable luxury.
Performance and platform details
While specific performance figures for the Concept C are not yet available, we know a few crucial details about its powertrain and platform:
All-electric: The production version of the Concept C will be electric-only, built on the same 800V architecture as the upcoming electric Porsche 718 (Boxster and Cayman).
Powertrain options: Buyers will be able to choose between a single-motor, rear-wheel-drive setup or a dual-motor, all-wheel-drive system.
Targeted range: With the shared Porsche architecture, the Concept C is likely to offer over 300 miles of range.
Production timeline and positioning
The production version of the Concept C is scheduled to arrive in 2027, with sales limited to the “low five-digit numbers” globally. Its price point is expected to land between the discontinued TT and the R8, likely in the six-figure range, offering a new entry into Audi’s performance car lineup.
This car is more than just a replacement for the TT; it is a statement of intent. As Audi streamlines its portfolio and shifts its focus, the Concept C proves that the brand’s spirit of high-performance and innovative design is ready for its electric future.
The automotive world is buzzing, and the noise is deafening. Toyota has officially pulled the wraps off the V8-powered GR Supra that will storm the track in the 2026 Australian Supercars Championship. It’s the moment purists have been waiting for: a factory-built V8 Supra, backed by Toyota’s Gazoo Racing division, returning the legendary nameplate to its muscle-car roots.
A V8 Supra: The dream is real (for the racetrack)
For years, the idea of a V8-powered Supra has been the stuff of forums and engine-swap fantasies. Toyota is now making that fantasy a reality, though with a crucial catch: this is a purpose-built race car, not a street-legal version for the public. The Supercars-spec Supra will feature a 5.2-liter quad-cam V8, based on the high-revving 2UR-GSE engine found in Lexus performance vehicles like the LC 500.
Enthusiasts got their first thrilling taste of the engine’s sound in August 2025 via a teaser audio clip, with one Toyota executive calling the roar “absolutely spine-tingling”. The full prototype was unveiled in Sydney in September 2025, just ahead of its public debut at the Bathurst 1000 in October. Listen to the new Toyota Supra Supercar’s V8 engine roar at this link.
What this means for the Supercars Championship
Toyota’s entry into the Australian Supercars Championship in 2026 marks a historic return to the series and a new rivalry. For the first time in nearly two decades, the championship will feature three manufacturers, sparking new excitement and competition. The V8 Supra will go head-to-head with the American muscle of the Ford Mustang and Chevrolet Camaro, bringing a fresh, high-performance dynamic to the track.
The Supra’s new V8 engine boasts a racing pedigree, and Toyota has committed to a multi-year program to ensure the Supra is competitive from the start. The car will be fielded by top-tier teams, with Walkinshaw Andretti United and Brad Jones Racing already confirmed to run cars.
The end of one era, the start of another
The reveal of the V8 race car is bittersweet news for some fans. It coincides with the end of the current fifth-generation (A90) Supra’s production run, which is scheduled to conclude in 2026. The outgoing model, developed in partnership with BMW, is being given a proper send-off with a “Final Edition” model that features performance upgrades.
However, Toyota has reassured fans that a sixth-generation Supra is already in the works, promising to shorten the gap between models. This time, development will be done entirely in-house by Toyota’s Gazoo Racing division, likely featuring a new hybrid powertrain.
Toyota bid farewell to the A90 GR Supra with special Final Edition models that are expected to fetch big money. Despite the closing out of a generation, Toyota says the Supra nameplate is here to stay.
