In 1966, Oldsmobile launched the Toronado, a car that would forever change the landscape of American automotive design.
With its bold styling and innovative engineering, the Toronado stunned both critics and car enthusiasts.
It was more than just a new model—it was a statement of ambition and ingenuity.
The ’66 Toronado wasn’t simply a product of its era; it became an icon that challenged conventions and inspired future generations.
Today, its legacy endures, captivating collectors and sparking conversations among those who appreciate true automotive milestones.
The automotive industry is a world of extremes, where massive factories can span hundreds of acres and produce millions of vehicles annually, while the smallest plants operate with a handful of skilled workers and specialized tools.
Plant size isn’t just a matter of square footage—it shapes production capacity, drives local economies, and sets the pace for technological innovation.
Comparing the largest and smallest auto plants reveals how scale influences everything from efficiency to environmental impact, spotlighting the industry’s incredible diversity.
When the 1993 Jeep Grand Cherokee thundered onto the scene, it didn’t just introduce a new model—it redefined what an SUV could be. Prior to its launch, the SUV world was dominated by rugged, utilitarian vehicles that prioritized capability over comfort. The Grand Cherokee changed that equation forever.
Its arrival marked a pivotal moment, blending off-road prowess with true refinement, and instantly capturing the public’s imagination. The Grand Cherokee’s debut sent ripples through the industry, setting new expectations for what families and adventurers alike could demand from their vehicles. Its legacy still echoes in today’s SUVs, making its introduction a landmark event in automotive history.
This year, I will attend the Pebble Beach Concours d’Elegance for the 23rd time. I have gone to The Amelia, The Quail, Hilton Head, and just about any other concours you can think of more than 15 times over the years. I have shown, written, spectated, and judged at most of these events, so I feel I have an excellent breadth and depth of experience in this world. None of it prepared me for what I saw at Concorso d’ Eleganza Villa d’Este 2025, presented by BMW Group Classic.
I had heard from friends who had previously attended this event just how good it was. They all called it the best concours they had ever attended, but I was still skeptical given my experience at Pebble Beach. I thought, Sure, it is probably a nice show, maybe similar to the first few years at The Quail. I was wrong.
I have been struggling for the past few days over how best to explain the event. After thinking about what I saw and what others had said while there, here is the best I have offer.
On Saturday morning, just as I arrived at the Villa d’Este resort, I ran into a really good friend who is a collector car dealer and big-time collector. He has shown at The Amelia and Pebble Beach multiple times and won at them as well. We caught up a little, then both of us went quiet as we watched the cars roll in and get positioned for the concours. After looking at the parade of cars for about 10 minutes, my friend summed up Villa d’Este perfectly when he said, “I have entered this event five times in a row and none of the cars I entered have ever been accepted. Now I understand why.” Yes, this show is that amazing.
The Concorso d’Eleganza Villa d’Este describes itself as “a visual celebration of automotive artistry and elegance.” That is a good way to sum up the event, but it still does not begin to give you a feel for it.
The schedule runs from Thursday through Sunday, with a tour on Thursday for entrants and a Friday cocktail affair followed by a truly gourmet dinner at Villa d’Este. The evening ends with BMW unveiling several very special vehicles. Saturday is the by-invitation-only portion of Concorso d’Eleganza Villa d’Este, with 54 cars on display, all evaluated by the best team of judges (led by my friend Kris Kramer) I have ever seen, followed by the awards ceremony. While this is happening, there is a “cars and coffee”-style event at Villa Erba next door. On Sunday, the 54 Villa d’Este cars are shown at Villa Erba, with the public invited to see them. At the end of Sunday evening, the Best of Show winner is announced at the event’s final dinner.
At the Friday cocktail party/dinner, BMW came out of the gate fast with a new model introduction. This year’s debut was the 2026 M2 CS, a car that is likely to sell out quickly and wear the crown as the quickest gasoline-powered M car available. Its designer explained the new body panels, increased power, and other little details that separate it from the standard and already amazing M2.
After a delicious, world-class dinner that was akin to one you would enjoy at a Michelin star-winning restaurant, BMW made two more introductions on the grounds of the resort. The first was the Concept Speedtop, a shooting brake GT car that will actually be produced (just like the Skytop that was introduced at Villa d’Este last year) and likely be limited to 50 examples. This really is a concept car brought to life, one that you can actually drive. The second was the BMW RR concept motorcycle, which is likely the quickest motorcycle the company has ever built.
Saturday began early, as it usually does at any concours d’elegance; I was on the show field just before 8 a.m. After meeting up with the friend I mentioned earlier, we walked the grounds to see what was around. The first thing I came across was a pair of Rolls-Royces. One was the Phantom used as the villain’s car in the 1964 James Bond film “Goldfinger.” The other was the new 1-of-1 Phantom Goldfinger, which is full of Easter eggs from the film. As a big James Bond fan, I was stopped in my tracks by these cars.
The cars on display at Villa d’Este were nothing short of perfection on wheels. The way they were carefully displayed only added to the atmosphere of the event. It was quite obvious that whomever set the show field was very aware of each car’s background, which, combined with the cars themselves, raised the concept of a concours to an otherworldly level. Take a look at the photos and you will get the idea.
One surprise at the event was running into my friend Dirk de Groen, a collector I know from the BMWCCA (BMW Car Club of America) and various concours, including Hilton Head. Dirk was showing his perfectly restored 1957 BMW 507 roadster. He had a book documenting the restoration that was completed just in time for the event. After flipping through the book and seeing the work done on the 507, I can say the final result was definitely worth the effort. When Dirk bought the car, it was a bit of a mess, but the multiyear restoration he commissioned transformed it into what is probably one of the best examples of a 507 in the world.
After spending a few hours looking at the cars at Villa d’Este, Dirk and I took a water taxi to nearby Villa Erba for the Amici & Automobili – Wheels & Weisswürscht event. The water taxi ride was something out of a James Bond film. The gorgeous wood-hulled boat took us on a scenic route on Lake Como to the event. The view over the bow was stellar, as was the interior.
Wheels & Weisswürscht was, in essence, a cars and coffee event, but it was like nothing I had ever seen before. There were, of course, scores of BMWs, all parked by series and (in most cases) by year, with some special cars parked in small groups. The most amazing of those was the 16 E36 BMW M3 GTs that were in attendance – a significant percentage of them, considering that there are only 200 in the world.
Various Italian, British, and other German cars were also in attendance. There was even a vintage BMW motorcycle club display of some amazing old bikes.
After spending about an hour there, Dirk and I again took the amazing wood-hulled water taxi back to Villa d’Este for lunch and the awards presentation, which is called “The Parade.” Simon Kitson served as the MC for that part of the event, which was different from any other concours because guests were sitting at tables along the path the cars took to receive their awards.
Another surprise was that my friend Dirk won the Coppa d’Oro (a.k.a. People’s Choice Award) at Villa d’Este. That might not sound impressive until you consider that the people who voted were the attendees at Villa d’Este, and a select group of entrants, journalists, and VIP guests.
Sunday, all the cars from Villa d’Este headed over to Villa Erba for the general public portion of the concours. Reasonably priced tickets for this part of the event are available to all, but are limited to 20,000. If that sounds like a lot of people, keep in mind that the grounds at Villa d’Este are so spacious that the cars on display are never blocked by crowds of people.
In addition to the Villa d’Este entrants, there were also other cars on display. This year, the most impressive group consisted of every BMW Works-raced 328. It was the very first time all these cars had been gathered at the same time and place. The display was tasteful and extremely well curated. There were no huge signs – just info on signage that framed the entire group. It was a museum-quality exhibit along the lines of the Museum of Modern Art or the Louvre.
Just down from the 328s was the BMW Art Car display. The walls of the hallway were covered with images of the various BMW Art Cars and led to the actual cars on display at the end. This year’s featured Art Car was the 1992 M3 GTR painted by Sandro Chia.
Sunday’s show ended with a parade of the winning cars from Saturday, which spectators could see from the grandstands. Although it was not as exclusive as the Saturday procession, it was still the best one I have seen at any concours.
Sunday concluded with a black tie dinner back at Villa d’Este. You might notice that I have not revealed the Best of Show winner yet. That is because the winner is announced at the end of the dinner. Even those who aren’t there know when the announcement is made because it is punctuated with fireworks over the water.
This year, the Best of Show winner was the 1934 Alfa Romeo P3 from the Auriga Collection. This car is fantastic, an Alfa 8C 2900 race car that was campaigned by Scuderia Ferrari. What a deserving winner!
The Best of Show winner receives a wonderful trophy specially made by A. Lange & Söhne and the satisfaction of knowing their car beat the absolute best ones at the world’s most exclusive and magnificent concours d’elegance.
If you have always wanted to attend Villa d’Este, here are a few tips. The only way to get into the Saturday show is to display a car, be invited, or sign up for the waitlist for the special Villa d’Este hotel package. That being said, the Villa Erba Saturday event is open to spectators and tickets are available. It may be the second-best day in concours events behind Saturday at Villa d’Este. You can get more info at the Concorso d’Eleganza Villa d’Este website.
I want to thank my friends Tom Plucinsky and Helmut Käs from BMW Group Classic for sending me to the best concours event on the planet. I now understand what all the fuss is about and hope my story here conveys the grandeur of the Concorso d’Eleganza Villa d’Este.
The Lamborghini Jarama stands as one of the marque’s most intriguing yet overlooked creations. Nestled between the iconic Miura and the groundbreaking Countach, the Jarama embraced a front-engine GT layout—a rarity for Lamborghini.
While its siblings basked in the limelight, the Jarama quietly carved its own path, appealing to enthusiasts seeking comfort without sacrificing performance.
Despite never achieving superstar status, its blend of Italian flair and grand touring practicality gives it a unique reputation among classic car aficionados.
The Jarama remains a hidden gem, waiting for rediscovery.
Car interiors have evolved dramatically over the decades, with seat materials reflecting shifting tastes and technologies. While leather and synthetic upholstery have dominated recent years, cloth seats were once the default choice for comfort and practicality.
Today’s buyers gravitate toward premium looks and easy-to-clean surfaces, but the tides could be turning.
With growing attention to sustainability, changing lifestyles, and advanced fabric technologies, some wonder: Could cloth seats make a stylish, functional comeback?
This article explores how trends and priorities may be reshaping the future of car interiors—and whether cloth seats are poised for a revival.
The Chevrolet C8 Corvette has redefined what enthusiasts expect from an American sports car, boasting exotic looks and blistering speed at a comparatively reasonable price.
Yet, the automotive world is full of surprises—there are hidden gems that deliver similar or better thrills without the hefty sticker shock.
In this guide, we’re exploring fifteen budget-friendly powerhouses that don’t just rival the C8—they surpass it, combining exhilarating performance, value, and unexpected pedigree.
Get ready to discover some truly remarkable contenders that prove you don’t have to break the bank to break the speed limit.
Remember the days when the Pontiac Firebird was a thing? Millennial ads read, “To a bug, it’s a 320-horsepower blender” and “The other red meat.” While the Firebird wasn’t riding high like in 1979, the boisterous Trans Am was replete with power that rivaled the high points in its history. Even Ram Air was brought back!
The fourth-generation Firebird was the last of the line, with a 1998 facelift giving it a more boisterous look (or, to some, overwrought in typical Pontiac fashion). At some point, 325 horsepower was on tap with the WS6 package, with another 10 horses available thanks to SLP’s Firehawk. It really felt like the 1960s were back.
But then it began to feel like the 1980s, with General Motors making a boner of a move: no more F-bodies. Seriously? How could GM not offer a successor to the American public? Next think you know, they’ll kill Pontiac too . . . and they did. What will GM kill next? Oh, that’s right—after a Camaro revival, that has been killed too.
Today, the acceleration of the Trans Am and Firehawk pales in comparison to modern vehicles, but sprints are but one element to muscle cars—few insipid late-model vehicles can offer the number of grins that the final performance Firebirds can.
Join Muscle Car Campy as he gives us rides in two twilight Firebird convertibles: a 2001 Trans Am with the WS6 package owned by Kevin Guido, and a 2002 SLP Firehawk owned by Tony Palese. Pay attention to the distinctions between the two, as they show how the Firebird evolved once it was in SLP’s hands.
Featured on AutoHunter is this 1956 Ford Customline Victoria, which was restored in its original two-tone color scheme in 2015. It’s powered by a 272ci Y-block V8 mated to a Fordomatic three-speed automatic transmission. Finished in Berkshire Green and Springmist Green over a Medium Green cloth and vinyl interior, this stylish hardtop is now offered by the seller in Oklahoma with an owner’s manual, shop manual, and clear North Carolina title.
As part of the restoration completed in 2015, the body was refinished in its original paint colors of Berkshire Green and Springmist Green. Exterior features include chrome bumpers with overriders, hood badge and ornament, fender badges, dual mirrors, rear fender skirts, and dual exhaust outlets.
A set of recently installed 215/75 American Classic wide-whitewall tires surrounds the 15-inch body-color steel wheels, which are equipped with polished covers.
Like the exterior, the cabin of this Victoria is green: Medium Green cloth and vinyl upholstery covers the two rows of bench seating. Features range from manual windows and heater to an AM push-button radio and FM transmitter, the latter of which is located in the glove compartment. The trunk contains a patterned vinyl mat and spare tire.
Instrumentation consists of a 120-mph speedometer, gauges for the fuel level and temperature, and warning lights for the oil pressure and generator. The odometer shows 43,139 miles, which the dealer states is this car’s true mileage.
Under the hood is a two-barrel 272ci Y-block V8 that was factory-rated at 176 horsepower. It delivers its power to the road through a Fordomatic three-speed automatic transmission.
This Victoria is carried down the road on an independent front suspension, solid rear axle, and leafspring rear suspension.
The auction for this 1956 Ford Customline Victoria ends on Thursday, June 19, 2025, at 12:15 p.m. (PDT).
Visit the AutoHunter listing for more information and a photo gallery
Are you one of those folks who gets bored with something the more you experience it? It can lead to being nudged into something off your radar. Our Pick of the Day fell into the former in the past but, today, it falls into the latter. This 1972 Mercury Marquis Brougham four-door sedan is listed for sale on ClassicCars.com by a dealership in O’Fallon, Illinois.
Through 1968, Park Lane was the top-of-the-line full-size Mercury, but the advent of the 1967 Marquis added color to the Mercury line. Initially a formal two-door hardtop, the 1967-68 Marquis functioned more as a personal luxury coupe than a complete series. For the 1969 redesign, the Marquis took over from the Park Lane and the personal luxury model was given a heavy dose of sportiness and renamed Marauder. There also was a fancier Brougham package for the Marquis, which officially became its own model for 1970.
For 1971, the full-size Mercury was redesigned, though there was no mistaking it was a Mercury. “Take the most dramatic styling in the medium price class . . . add the best ride ideas and luxury features from the world’s most expensive luxury cars . . . and you have a better medium priced car.” With 124-inch wheelbase, hidden headlight, and fancy interiors, the top-of-the-line Marquis Brougham certainly seemed fancier than a middle-class car (let’s call it upper-middle, shall we?). There was also a regular Marquis, Monterey Custom, and Monterey. Though Ford’s LTD retained the convertible, it was gone from the full-size Mercury. Standard for the Marquis was a 429-2V producing 320 gross horsepower, which was quite prodigious considering what was coming for 1972.
With only detail changes, 1972 was similar, but the standard Marquis engine had been upgraded to a 429-4V. This may have been done to compensate for the loss in horsepower due to the federally mandated lowering of compression to handle low/no-lead fuels. Horsepower fell to 208 net. Visually, the biggest styling change from 1971 was the coarse egg-crate grille pattern; this pattern was repeated in the center section between the taillights, which had been a reflector in 1971. For the first time, a 460 was available as an option, though Mercury required air conditioning to be ordered with it.
It’s neat to see cars not often seen anymore, and this 1972 Mercury Marquis Brougham four-door sedan is a pleasure to see once again. It appears it has been mildly modified with a fancy root beer paint job and dechroming, but this Merc still displays all its charms including a long and lithe design with an interior that invokes Lincoln. “Complementing the exterior is a luxurious tan interior, crafted with vinyl materials that offer both comfort and style, making every drive an enjoyable experience.” Equipped with the 429, power steering and brakes, air conditioning, and AM/FM radio, there is no reason to doubt the dealership’s claim.
Most cars like this were disposed of long ago, which makes them unfamiliar to many in today’s general population. If you agree to the $17,500 asking price, we imagine it can be guaranteed that you will receive no contempt from those around you.
Click here for this Pick of the Day on ClassicCars.com