“This Thunderbird was reportedly owned long-term by the prior owner and is coated in metallic silver with a white landau roof,” the listing states. “The body is accented with chrome brightwork and features quad headlights, rear fender skirts, sequential rear turn signals, and dual exhaust outlets.”
1966 Ford Thunderbird
It rides on a set of wire wheels with knock-off-style center caps and whitewall tires.
This 1966 Ford Thunderbird has gray front bucket seats and rear dual seats. It features power windows, a power driver’s seat, and a newer radio with a trunk-mounted 12-disc CD changer. The five-digit mechanical odometer reads 54K miles, which the selling dealer believes to be this Thunderbird’s actual mileage, but the true mileage on the chassis is unknown.
Under the hood is a 390ci V8 engine paired with a column-shifted three-speed automatic transmission. This Thunderbird is rear-wheel drive.
390ci V8 engine
The sale includes a clear Arkansas title, and shop manuals.
A detail-oriented restoration can sometimes take years to complete, and most seasoned classic car experts would probably agree: Taking your time is much better than cutting corners.
“This beautiful 1949 Dodge Wayfarer just underwent a complete, sympathetic, body-off restoration,” the listing begins. “It is completely stock and almost 100% original.”
The seller has provided a Google Drive link with many photos that were taken before and during the restoration process. From the gallery, we can glean that the car was garage-kept long-term with Wyoming license plates that expired in 1980. Its original green paint was redone in a similar color with a metallic flake, and the car received a period-correct set of wide whitewall tires to complement the look. The seller states that the frame and suspension were treated for rust prevention while the car was under construction. The cloth upholstery on the bench seats is reportedly original.
The Wayfarer, also known as the D-29 Series, debuted in 1949 as part of the Dodge model lineup in three different two-door variants: sedan, business coupe, and roadster. The latter was offered with available removable side windows. The Wayfarer was relatively simple in its engineering, retaining features like vacuum-powered windshield wipers and a single exterior lock on the passenger door.
Power under the hood comes from a rebuilt one-barrel L-head 230cid inline-six that received mechanical work including a new radiator, battery, wiring, hoses, and seals as part of the refurbishment. The transmission is a column-shifted, three-speed manual “fluid drive” unit.
In an interesting production decision, Dodge kept 1952 Wayfarers identical to 1951 models and did not even split out the sales numbers between years. The name was discontinued after 1952, and the Dodge Meadowbrook took the reins as the full-size entry-level offering from the brand.
Regarding this first-year Wayfarer, the seller concludes: “It runs and drives well, and cruising in it is like taking a trip back in time. It has been a four-year labor of love to restore this wonderful car. I hope that it ends up with someone who can truly enjoy it!”
The seller is asking $18,000 or best offer for this lovingly restored Wayfarer.
Peugeot never imported the 1980s 205 GTI to the U.S., but the hot hatch rivals (if not exceeds) the love that we have given to the Volkswagen Rabbit GTi. Several have been imported here as antiques, so there certainly is 205 love in America, but it’s a subtle immigrant amongst the popular JDM cult and pricey exotics. Will the Tolman Edition 205 GTI change that?
Much like Singer, the company reimagines old Porsche 911s into bespoke restomods with contemporary performance, Tolman Engineering has reimagined the classic Peugeot 205 GTI with performance, reliability and convenience for modern enjoyment — even as a daily driver.
Unless you’re in the British Isles, perhaps you haven’t heard of Tolman Engineering. Christopher Tolman founded the company in 2007 after 12 years of working in motorsport, including assembling British Touring Car Championship (BTCC) and World Rally Championship (WRC) engines. Over the years, the company has expanded beyond Tolman Engineering to include Tolman Motorsport and Tolman Historic. Drawing on the company’s experience in these facets, including parts it has engineered and manufactured, Tolman Edition has created a 205 GTI that will handle the demands of today’s enthusiast while satisfying the purist, as the build involves “non-invasive enhancements” that allow the 205 GTI to be returned to stock.
“The overriding impression from those experiencing our development car was the emotions it invoked. Drivers stepped out of the car grinning, having rekindled that feeling that’s so hard to find when driving today’s sports cars on the road,” says Chris Tolman. “Back in the 80s and 90s, for me and I’m sure many others, 205 GTIs were a first taste in performance cars; something rewarding, responsive and engaging.”
Last year, Tolman Engineering built its first 205 GTI 1600cc development car to gauge the possibility and public interest. Its success has led to the development of the Tolman Edition that we have presented here. It is a starting point where customers can “add optional performance or convenience elements based upon how they want to enjoy the car.” Tolman starts with a bare shell, applies the latest in anti-corrosion, stone chip and ceramic coating protections, and then goes through 700 man-hours to incorporate the performance and convenience features that make this 205 GTI a more adroit iteration of the 1980s classic. Customers can choose 1600 or 1900cc variants, with both receiving ported cylinder heads, the latter featuring 16V heads and a special billet cam cover to achieve over 200 horsepower. Other upgrades include shift rods and bushes, Motec ECU with fly-by-wire throttle, Tolman-developed stainless-steel exhaust (while maintaining the factory look), optional Quaife ATB differential, 15-inch Michelin Youngtimer PE2 tires and LED lighting.
For the chassis, Tolman-tuned Bilstein dampers work in tandem with adjustable bottom arms and Tolman-developed anti-roll bar. Optional AP Racing calipers and ATEC CNC-formed stainless lines “provide fade-free performance and a consistent pedal feel.” Power steering is standard.
Inside, an optional Motec LCD anti-reflective dashboard display replicates the original analog gauge cluster while providing additional data like contemporary vehicles. Additional upgrades include retrimmed seats, new carpets, Alcantara steering wheel, power windows, Blaupunkt stereo with subwoofer, Bluetooth and digital audio broadcasting.
Adds Tolman, “We wanted to recreate that feeling of being at one with the road, a car you can just jump in and simply enjoy driving hard. Current hot hatches surpass these cars in so many areas but despite having loads of power and incredible dynamics, they fail to rekindle that emotional involvement that made us feel special with the 205.”
Prices start at £55,000 (approximately $65,000), which also includes local delivery, 12 months parts and labor, and 12 months service and inspection at Tolman Engineering. No word if Yanks will be able to experience the charms of Tolman Engineering but, if you enjoy roller skates, an inquiry is in order. Plus, if your tastes run in other directions, Tolman Engineering plans more Tolman Edition cars from the 1980-90s, the first which will be revealed by the end of 2022.
I was an auto insuranceclaims adjuster with experience in liability, property damage and medical claims in my previous career. It was a tough job. I was often overworked, as claims are a Sisyphean task and you’re never caught up, plus no one likes to chat it up with their insurance guy. I mean, who likes to talk about their recent car accident?
Despite those aforementioned issues, it was a good job because you could often help people at a bad time. It’s also a time to educate them about insurance coverage and the claims process. Like many aspects of daily life, you never think about your auto insurance unless you have to, and the claims process can be daunting.
As a former insurance dude, I tend to be the guy my family, friends and coworkers go to when they a claim and want to know what to expect. I always help as much as I can to make the process easier and relieve any anxiety from an often-traumatic experience.
Not all claims are the same. There are variances on what is covered, the coverage amount and claims handling process. Each claim is unique to the situation and to the insurance company involved. With that in mind, here are some tips, and expectations from the auto insurance claims process.
Make sure you exchange insurance information with the other folk(s) involved and to take pictures of the other vehicle’s license plate and their driver license. This might sound like paranoia, but it’s not uncommon for a driver to skip out after an accident, or never file a claim or police report. People might not answer the phone after an accident but their insurance info, and pictures of their driver license and license plate can help your claims adjuster track down the other driver.
From my claims experience, the police don’t come out for low-velocity accidents, accidents without serious injuries or incidents that occur in parking lots. Obviously your accident is a big deal, but the local police are often over inundated with calls and will advise you to exchange info with the other driver in many instances. If law enforcement comes out, give a statement to the best of your ability, and take pictures of the police report information.
My excessive documentation sounds like a form of distrust, and that might be so, but I worked claims with the simple concept of “If it isn’t documented, it didn’t happen.” Your claims adjuster works for you but can’t take word-of-mouth as facts. Plus, one’s memory can falter, and to have pictures of everything benefits your claim.
I recommend keeping all documents from the claim (police report, insurance exchange forms, etc.) organized in an envelope or folder. This includes notes that you might write while on the phone with the claims adjuster or law enforcement. A claim can be a CYA moment, and your records will help you.
Your initial phone call with the adjuster will likely include going over the facts of loss, injuries sustained and reviewing coverage. Don’t be afraid to ask questions about anything related to the claim. It’s the adjuster’s role and responsibility to inform you of expectations, processes and your coverage.
Depending on the nature of the claim, you may have to give a recorded statement to the claims adjuster from your insurance or the other guy’s carrier. The purpose of it isn’t to interrogate you, but rather to get the facts in a manner that protects you from having your statements misconstrued or altered.
Recordings are more accurate for the facts of loss if there are any disputes. In my personal and professional life, recorded statements benefit you.
The adjuster’s liability decision is based on the information provided to them. This info includes the physical damage from the vehicles and property involved, your statement, the other driver’s statement, statements from passengers and/or witnesses, police reports and if any vehicle involved has a dash cam. Dash cam footage was a rare occurrence in my time, as I had only one claim with dash cam footage. It was one of my easier liability decisions.
Like I mentioned before, this is an overview of the claims process, and each claim is unique to those involved, the incident and insurance.
Take care on the road, safe travels and hopefully you never have to use this guide.
Do you enjoy watching cars race each other in any of its formats? Would you enjoy a car like the ones you see racing?
That’s how Los Angeles-based photographer Larry Chen felt. He’s a commercial automotive photographer, but he’s also knee-deep into automotive culture as well — especially the JDM kind. In particular, he’s a fan of Formula Drift, the U.S.-based grass-roots drifting series that has inspired many teens to do dumb things, much to your chagrin. Larry, on the other hand, has demonstrated his inspiration in other ways.
Formula Drift cars are not legal for the street and, additionally, cost a lot of money. Larry didn’t care to spend $150,000+ on a car he couldn’t drive on the street, so he built a Formula D-influenced street car that could leave his wallet (and creditors) happy. The canvas of his choosing is a Toyota GR86.
Check out the AutoHunter Cinema video taken at SEMA where Jalopy Jeff and Brad go over Larry’s GR96 “Daily Drifter” creation. Aside of the aesthetic Formula Drift-inspired modifications, he’s added a supercharger frothat bumps horsepower from 228 to 300. Also note the liberal use of carbon fiber under the hood. Of course, you’ll find modifications inside, underneath, and on all four corners.
In the not-too-distant-future, Volkswagen is going to unleash a new-age Transporter on Americans from sea to shining sea. The threat has been made several times over the decades, but the concept cars that have hinted at this have never panned out. This time it’s different, and maybe it took the world of EV to make it happen. To get a preview of the van Volkswagen has in store for us, all we have to do is go to Europe and see what’s going on with the ID. Buzz.
We already have an ID. in the States called the ID.4. This SUV is sized like a Taos but is purely an EV. The ID. Buzz is the vehicle that will carry Volkswagen’s electrification efforts further in America and, possibly, may be as big a hit as the New Beetle was (note: the Beetle hasn’t been produced since 2019). Production of the ID. Buzz began in June 2022, and we can expect to get ours in approximately a year.
“In the ID. Buzz, iconic design meets innovative technology, and this is reflected in new convenience and assistance systems. We are taking the next step forward on the way to highly automated driving with the use of swarm data in the latest Travel Assist,” explains Kai Grünitz, Member of the Volkswagen Brand Board of Management responsible for Development. “This is in line with Volkswagen’s commitment to offer premium technology and innovations in as many models as possible.”
While you ogle at the ID. Buzz pictures and get mad Volkswagen is making you wait approximately a year to buy, allow us to give you the skinny on one of the features that will save your life if you’re prone to watching TikTok on the road: Travel Assist. An optional feature for Euro-spec ID. Buzzes, Travel Assist helps keep your vehicle in lane and maintain space with the vehicle in front. An adaptive lane guidance system even can adapt to your driving style to help keep the vehicle leaning to left or right (instead of the middle) if needed. Predictive cruise control and cornering assist are also part of the package, which means vehicle speed can be adapted to courses along the road like bends and turns.
Swarm data is key to the upgrade in sensor technology. It’s an anonymized system that collects automated information from other Volkswagen models for navigation data. Think of it as crowd-sourcing for quasi-automated driving and maybe it’ll make some sense, as information and data from each car’s travels is collected and sent to a cloud up in the blue sky (well, cybersky), with that data being sent to Volkswagen vehicles that are traveling along respective routes.
When driving on roads at speeds greater than 55 mph, Travel Assist with swarm data can support lane changes with the sensors determining the surrounding area to be free from objects. The driver’s steering wheel must detect the driver’s hands in order to complete the procedure, with the driver able to intervene at any time. And get this: the procedure can only be initiated when the turn signal is activated. (Bimmer drivers are likely having a conniption at this very moment.)
Park Assist Plus is another tech highlight. It may sound like it’s for Lexus folks who can’t parallel park, but this driver assistance system can be taught five different marking maneuvers, which comes in handy for carports and tight garage spaces, as well as your typical parallel parking job (though we dare to say that if you can’t parallel park, you shouldn’t have a license). All that’s needed is to park the vehicle once and then “save” the parking procedure; afterwards, the ID. Buzz can repeat the learned parking maneuver on its own the next time you need to park as long as you monitor the situation like any good driver should. “The assistance system parks the ID. Buzz with the aid of the sensors that monitor the surroundings – it steers, accelerates, brakes and changes gear,” says Volkswagen.
Volkswagen has a portfolio of other driver assistance systems to make up for your distracted existence. Here’s a few: swerve support, oncoming vehicle braking when turning, Driver Alert System, Autonomous Emergency Braking Front Assist with Pedestrian and Cyclist Monitoring, lane keeping system Lane Assist, Dynamic Road Sign Display, Car2X traffic hazard alert function, Adaptive Cruise Control ACC stop & go, anti-theft alarm system with interior monitoring, Keyless Advanced locking and starting system, Park Assist Plus, Area View and the lane change system Side Assist.
That comes off as an alphabet soup of sorts but, then, so does ID. Buzz.
Ram Trucks and Grammy-winning artist Chris Stapleton have teamed up for a one-of-a-kind Ram “Traveller” truck. Stapleton’s Ram is built on a 2500 Heavy Duty platform and features numerous custom touches that pay homage to one of his favorite trucks, the 1979 Dodge Ram Palomino.
“Our relationship with Chris Stapleton is special because he is not just a partner, we consider him to be a friend. He represents our shared values of hard-work, determination, and perseverance,” says Ram brand CEO, Mike Koval Jr. “Our journey with Chris throughout his career is something we are extremely proud of and to see this Ram Truck collaboration come to fruition is an endeavor we will cherish for a long time.”
Ram “Traveller” truck
The Traveller’s exterior is finished in a Palomino-inspired motif of Linen Cream, Radar Red, Bison Brown and Cashmere. The colors were updated to complement modern finishes, and the Palomino’s striped graphics are revised for the 2500 Heavy Duty’s body. Traveller badging has been modified to blend the past and the present. A multi-faceted, three-dimensional Ram hood ornament was added to maintain the vintage style. It rides on retro-style Turbo Fin 18-inch wheels with bright chrome center caps.
The Ram Traveller’s interior has a custom, monochromatic Bison Brown theme throughout, with buffalo plaid flannel material integrated into the headrests as a tribute to the jacket Stapleton wore on the cover of his debut album. It features Walnut Burl wood trim throughout the cabin, with speaker grilles and cloth-wrapped seats inspired by guitar amps. Wrapping up the custom interior is a Chris Stapleton signature inserted into the wood of the instrument panel.
I’m fortunate to live close to Phoenix Raceway and each year I have two chances to fulfill my jonesing of watching a NASCAR race up close from the grandstands. My love of NASCAR, plus the convenience of nearby racetrack, has granted me the opportunity to spend a lot of time at Phoenix Raceway. Though it will always be Phoenix International Raceway to me, and no amount of remodeling or name updates can take that away. I have similar sentiments for Chase Field, it will always be the BOB (Bank One Ballpark) despite more than a decade of a new moniker.
But that is neither here, nor there. I’ve been in The Valley of the Sun since 2005 and in the ensuing 17-years I’ve spent a lot of time at Phoenix Raceway as a fan or reporter. Heck, I even got to ride in a NASCAR racecar around the track.
This past Sunday was my first opportunity to cover a NASCAR Cup Series playoff race, or see one in person for that matter, and a day at the track is good for the spirit when the Arizona Cardinal continue to disappoint, and my beloved Nevada Wolf Pack isn’t particularly competitive.
The garage and paddock before the race (Photo by David P. Castro)
On Sunday morning I left the house at 8:00 a.m. with a 30-mile drive to Avondale ahead of me. The track is in the Phoenix suburbs, and one must traverse numerous subdivisions to make it to the one-mile oval. I left five-hours before the race started and there was quite a bit of traffic. We NASCAR fans and media like an early arrival on race day.
My early arrival afforded me time to walk the garage and paddock area. Even at the early hour the area was bustling with mechanics preparing Cup Series cars and fans with preferred access were still shaking loose some cobwebs from the night before. Say what you will about NASCAR, but it rewards the fans with incredible behind the scenes access that’s almost unheard of in athletics. If one is inclined there’s a chance to peak behind the curtain and see the motorsports machination with almost unlimited access.
The media center isn’t action packed (Photo by David P. Castro)
After my stroll I set up shop in the media center. We media types are given assigned seating on press row and work in close quarters with other reporters. Not for the claustrophobic but the catering is great, and you get to see Jamie Little or Bob Pockrass working. Contrary to popular belief motorsports reporters largely cover a race by watching it on TV at the track. In many ways it’s like watching a race at home, except the background noise is awesome and you can’t imbibe.
I don’t watch a lot of the race outside of the media center, except the first few laps to get the blood going from the overwhelming noise of 40 stock cars in unison. I do this without ear plugs, and this explains my hearing issues, but alas I’m good with some minor auditory damage from a sport I love.
After watching the first few laps near the pits I headed back to the media center and settled in for a cool afternoon of racing for the Cup Series Championship. My NASCAR reporter techniques involve taking a lot of notes that a reader would find incoherent and not very legible. I also follow the race stats online with the race on TV. This involves multitasking, statistical overload and a general overwhelming feeling I enjoy.
A dejected Chase Elliott after Sunday’s race (Photo by David P. Castro)
After a couple of hours watching the race, I stepped outside to get some fresh air. This break was short lived as Chase Elliott spun out on Lap 205. The incident was 30-yards from where I was standing but all I could see was tire smoke. I had no idea what happened until I looked up at the jumbotron.
I can not take responsibility for Chase’s incident that forced him a lap down and effectively eliminated him from a championship with 107-laps left, but I feel guilty knowing that his fortunes dropped after I interviewed him in August. Since that magical morning he’s had an average finish of 17.5 and hasn’t won a NASCAR Cup Series championship since our paths crossed. I’m sorry, dude, but I don’t think we should chat again. It’s for the best.
Feeling that I cursed a championship contender, I headed back to the media center and got back to work. With about 10-laps left in the race it was readily apparent that Joey Logano was going to win his second Cup Series title and I headed to the pits to witness it. I’m neither a Logano fan nor hater, I’m fairly indifferent to him, but I wanted to see a little bit of history. How often do you get to see championship clinching moment and celebration?
A wild scene in the pits (Photo by David P. Castro)
Everyone seemed to have similar thoughts and it was jammed in the pits as the laps wound down. Chastain wasn’t going to catch Logano, and the race results were almost etched in stone. The final laps were quick and drama free. No miraculous comeback was coming. Logano started on the pole, led a race-high 187 laps, and dominated the weekend. It was a well deserved second championship and I am happy for the guy. The finish was inevitable and Logano’s team celebrated while he spun donuts. The scene was chaotic for fans of the 22 and it was dope to be a part of it.
Ross Chastain rehashing his Sunday (Photo by David P. Castro)
I headed back to the media center and the press conferences began with the three drivers that came up short on Sunday and didn’t beat Logano for the championship. Elliott, Christopher Bell, and Ross Chastain answered numerous questions with dignity, but you could tell that they didn’t want to discuss their respective Sundays at Phoenix Raceway. Would you want rehash a bad day at work with questions from a bunch of strangers?
I was at the press conferences in the media center for an hour or so and then made my way home. Even though the race had been over for almost two-hours there was a lot of traffic to get out of Avondale and back on the highway. I didn’t care about stop-and-go traffic in suburban Phoenix as I listened to a Bill Simmons podcast and took in a day at the track. Ninety-minutes later I was home and a day later I’m still riding high.
Featured on AutoHunter, the online auction platform driven by ClassicCars.com, is this restored 1971 Chevrolet Camaro Z28 powered by a 350 LT-1 backed by a Muncie M22 “Rock Crusher” four-speed manual transmission. Features include power brakes, front and rear spoilers, color-keyed sport mirrors, sport suspension and heavy-duty radiator. Refinished in the original Mulsanne Blue with black stripes over a black vinyl interior, this garage-kept Camaro Z28 comes with its Protect-O-Plate, vehicle history and authentication documents, and clear title in the seller’s name.
This 1971 Camaro is one of 4,862 built with the Z28 package for 1971. It has been verified by noted Camaro authority Jerry MacNeish, who has certified that the trim tag and drivetrain on this Camaro are authentic, and that the car was built in the third week of May 1971 and sold new at DeNooyer Chevrolet in Kalamazoo, Michigan, on May 21, 1971. The body has been restored and refinished in Mulsanne Blue. Features include color-keyed sport mirrors with driver-side manual remote adjustment, Style Trim Group with rocker moldings and other trim, hidden windshield wipers and three-piece rear spoiler.
A set of metallic gray five-spoke Z28 wheels with trim rings is wrapped in 15-inch Goodyear Polyglas GT tires.
The front bucket seats and rear seat are upholstered in black vinyl. Interior features include center console with storage compartment, Hurst four-speed shifter, AM radio, manual steering and power brakes with front discs.
A 150-mph speedometer, 8K-rpm tachometer, clock, and gauges for the fuel level, amps and coolant temperature are located ahead of the driver. The odometer reads 59,035 miles.
Like all 1971 Z28s, the engine is a 330-horsepower 350 LT-1, but the original buyer specified the optional Muncie M22 four-speed manual transmission. Underhood features include windshield washer, dual-snorkel air cleaner with chrome lid, and finned cast-aluminum valve covers. The documentation included with the sale states that this Camaro retains all of its original components including air cleaner, carburetor, intake manifold, distributor, heads, block, crank, water pump, alternator, pulleys, 11-inch bell housing and transmission.
This Camaro was factory-equipped with an independent front suspension and solid rear axle with 3.73 gears, Positraction, and sport suspension with stabilizer bars front and rear. A full-length dual-exhaust system exits at the rear. The front frame stub suspension components, rear axle and leaf springs have been refinished in matte black. The underbody floors have been refinished in red oxide. Additional photos of the undercarriage can be seen in the auctions photo gallery.
As a young dude in the mid-1980s I could never figure out the Subaru Brat that was owned by one of my grandparent’s neighbors. It looked like a truck but the backward facing seats mounted in the bed gave it a funky appearance. Also, it was illegal to ride in the bed of truck in California and that made it even more confusing for me.
1978 Subaru Brat 4×4 with seating for two
In the ensuing three decades I still look at a Subaru Brat with a curiosity, intrigue and suspicion that should be reserved for the ending of an M. Night Shyamalan movie. My son had a lot of questions when I described the Brat to him. I guess being confused and somehow intrigued by the Brat runs in the family.
1978 Subaru Brat 4×4
Brat is an acronym for “Bi-drive Recreational All-terrain Transporter”, which under current standards sounds like an SUV, crossover, or a side-by-side. Subaru developed the Brat to compete in the American small-truck market and the addition of the two jump seats mounted in the truck bed led to the vehicle being classified as a passenger car, as opposed to a truck that would have higher import tariffs. This work around led to funky truck, ute or whatever genre you consider the Brat.
The listing indicates that the Brat’s interior and exterior received a restoration but there are some rough spots. It’s powered by a 1.6-liter four-cylinder engine with a two-barrel carburetor and the engine is paired with a four-speed manual transmission. The front and rear brakes have been serviced and the factory stock wheels have new tires, including the spare.
The dealer is asking $12,995 for this Subaru Brat and it would be a conversation piece for those that looked at them with curiosity when they were new. Most importantly the rear jump seats look to be in good shape.
