For about 25 years, I’ve had a random piece of newspaper car classifieds floating around in my collection of automotive artifacts. Most of the page is missing, including the date and the name of the publication.

However, I know that it was from somewhere in the San Diego, California area, and based on the model years of the cars listed for sale, I’m going to guess it was from late 1953. One of the dealership listings mentioned something about Labor Day weekend. So let’s say August 1953.

My favorite ad, of course, was for Tyson Pontiac.

From what I’ve been able to dig up, Tyson was located at 2829 El Cajon Boulevard in San Diego. It operated from the 1940s through 1957, when it was purchased by John Hine and rebranded as John Hine Pontiac. Here is a photo of the dealership in its glory days.

I was even able to find a postcard written by a salesperson named Harry Ward offering a free airplane trip to the Pontiac factory.

Anyway, Tyson was offering a few compelling deals, including a 1953 Cadillac Coupe deVille in two-tone green with Fleetwood interior, power steering, radio, heater, and Hydramatic for $4,195. The car may have looked something like this one.

Here are a few other clippings from the same paper. Wish I could snag that 1950 Buick for $794 today.

Check out the 1953 Ford Ranch Wagon below. “Formerly owned by the Warner Bros. Motion Picture Studios.” I wonder where that car ended up.

City Chevrolet was pretty careful about not over-selling itself: “Your OK Used Car Selling Center.”

And a few more deals to be had here:

If you could time-travel back about 73 years, which vehicle would you drive home?

In 1938, Packard buyers had a range of engine and body style options to configure their new luxury cars. Up front, they could spec a six-, eight-, or 12-cylinder engine. The sheet metal around that could form a Business Coupe, Touring Sedan, Convertible Victoria, or one of several other available choices. But what about those clients who wanted something even grander and more exclusive? Thanks to Packard’s line of custom cars, they had options too.

The custom models had two basic tiers: A trio of less expensive cars based on the Packard 8’s chassis (127-inch wheelbase) and a quartet of more upscale models that rode on the Super 8’s or 12’s 134-inch- or 139-inch-wheelbase underpinnings. The Packard Super 8 models drew 135 horsepower power from a 320ci straight-8 while the 12s moved their hell-heeled occupants with the 175 horsepower of a 473ci V-12. There’s no specs section in the brochure for the Packard 8, but other promotional materials show that regular 8s had a 282ci I-8 that produced 120 horsepower.

As the names show, Packard worked with New York-based coachbuilders Rollston and Brunn. The most visually interesting Packard 8 custom is the Packard-Rollston All-Weather Panel Brougham. Packard called it “ultra-formal,” which makes sense because it looks so stiff and upright.

But that roof line also makes the car look severe and almost funereal. Sure, the five people who could ride in the back would be comfortable, but it’s hard to picture any of them smiling.

With its rounder roof line and additional windows, the Packard-Rollston All-Weather Town Car seems much airier and more pleasant.

As you might expect, the pricier Super 8 and 12 cars had the cooler, more luxe body styles. The Packard-Brunn Touring Cabriolet stands out for three reasons. Here’s two: the angled pair of windows at the front of the roof that gave front-row passengers even more of an outward view.

And the third: the rear section that could be folded down to give those riding in the back a chance to enjoy the weather while their chauffeur took them to their estate.

There was also a Packard-Brunn All-Weather Cabriolet. Like the Touring Carbiolet above, its roof had a folding rear portion for open-air enjoyment, but it also had a removable top that fit over the chauffeur in the front row.

Rear passengers could indulge in the comfort of outboard armrests, footrests, and deep-pile carpeting. If they wanted to share the wealth, they could fit another person on the folding opera-style seat.

Russ Jackson and Tom Barrett, the founding members behind Barrett-Jackson, will be inducted into the Automotive Hall of Fame as members of the Class of 2026. On Sept. 23, 2026, the pair will be honored for setting the foundation of the collector car auction industry and elevating automotive culture. You can view the induction ceremony via livestream here.

Jackson’s path into the automotive world began far from auction blocks and global stages. Born in Pontiac, Michigan, he attended the General Motors Institute in Flint before working as a car salesman and serving with the Pontiac Fire Department. In 1941, he joined the U.S. Air Force, rising to the rank of chief mechanic while stationed at bases across Mississippi and California. Determined to keep his wife Nellie by his side, Jackson arranged for her to work as an accountant wherever he was posted. Nellie, who shared her husband’s love of classic automobiles, later became known as the “First Lady of Collector Cars.”

After World War II, Jackson owned and operated Russ’s Country Store near Pontiac from 1946 to 1960. That same year, the family relocated to Arizona in search of a warmer climate to help ease Nellie’s arthritis. Once settled in Scottsdale, Russ and Nellie opened a full-service Super Car Wash, securing contracts with local police departments and auto dealerships. They also launched the Classic Carriage House, where they bought, sold, restored and refinished classic automobiles, laying early groundwork for what would become a defining legacy in collector cars.

Tom Barrett’s automotive journey began in Oak Park, Illinois, where his fascination with cars took hold at an early age. Despite his father’s hopes that he would pursue law, Barrett became a car collector by age 19 and later moved to Arizona in 1960 to work as a real estate broker. He leveraged his passion for classic cars to build lasting business relationships with collectors nationwide, quickly earning a reputation as one of the industry’s foremost authorities on vehicle values.

Known globally as the “Grandfather of the Collector Car Industry,” Barrett played a pivotal role in preserving some of the world’s most important automobiles. His pursuit of rare vehicles took him behind the Iron Curtain, bringing home iconic Mercedes, Bugattis, one-off classics, and early Grand Prix race cars, many of which now anchor premier private collections. His lifelong commitment to automotive history included decades of support for the Classic Car Club of America, which in 1989 named a building at the Gilmore Car Museum in Kalamazoo, Michigan, the Thomas W. Barrett III Barn in his honor. Barrett also expanded his automotive influence into motorsports, fielding his own Indy car team in 1981 and serving as a sponsor of the Indianapolis 500.

“My father and Tom Barrett shared a belief that cars bring people together and tell powerful stories about craftsmanship and history,” said Craig Jackson, chairman and CEO of Barrett-Jackson. “Their passion helped build an industry and a global community.”

That legacy is now being formally recognized. Russ Jackson and Tom Barrett will be inducted into the Automotive Hall of Fame as members of the Class of 2026, honored for setting the foundation of the collector car auction industry and elevating automotive culture.

“Induction into the Automotive Hall of Fame is the highest honor bestowed in the global automotive industry, and the Class of 2026 exemplifies the vision, courage and lasting impact that honor represents,” said Sarah Cook, President of the Automotive Hall of Fame. “These inductees have not only shaped the industry in their own time, but have also inspired generations of engineers, leaders and enthusiasts around the world.”

The formal Automotive Hall of Fame Induction Ceremony, presented by MEMA, will take place Wednesday, Sept. 23, 2026, in downtown Detroit at The Department at Hudson’s. The black-tie event will bring together inductees, global automotive leaders, partners and guests for an evening celebrating excellence, legacy and innovation.

The reception for this induction event starts at 6:00 p.m. (EST), with the ceremony beginning at 8:00. The livestream can be viewed here. To purchase tickets to the ceremony, visit here.

This article was originally published on Barrett-Jackson.com, with updates from the author.

A few years ago, my friend Greg owned a 1986 Camaro IROC-Z with a kickin’ (and period-correct) Alpine audio system. Greg’s car bore the license plate “N ROLL” — as in “IROC N ROLL.” For anyone looking to do a similar custom audio build, I’ve located your blank canvas. The Pick of the Day is a 1987 Chevrolet Camaro IROC-Z listed for sale on ClassicCars.com by a private seller in Spotsylvania Courthouse, Virginia.

“This car is a true survivor,” the listing says. “It has 37k original miles. It has the original registration as well as multiple inspections displaying mileage. I bought it from the original owner who treated the car like a baby.” Interestingly enough, the car will celebrate 40 years in service in just a couple of weeks: A warranty booklet that accompanies the car shows that it was originally delivered October 1, 1986, to its original owner (with just five miles on the odometer).

Straight out of the gate, the third-generation Camaro saw some advancements from the prior generation. It had a hatchback body style, a more raked windshield, and a folding rear seat. The car went into production in October 1981 for the 1982 model year using the same F-body platform as its Pontiac Firebird sibling.  

The IROC-Z variant — named after the International Race of Champions — came out in 1985 with special tuning for cornering agility as opposed to just straight-line performance. Some of the equipment from the package included unique front struts, Delco-Bilstein rear gas shocks, a front frame rail stiffener, a larger rear stabilizer bar, and a lowered ride height when compared to the regular Camaro.

Exterior features for this maroon low-miler include quad headlights, fog lamps, hood louvers, sport side mirrors, integrated rear spoiler, Z28 badging, and 16-inch aluminum wheels wrapped in Falken Ziex tires.

The interior is upholstered in gray cloth; features include bucket seats, power driver seat, center console, Z28 badging, power windows, power door locks, Delco AM/FM radio, and floor mats.

Under the hood is a 305ci LB9 fuel-injected V-8 (190 horsepower/285 lb-ft of torque) mated to a Turbo Hydra-Matic 700R4 four-speed automatic transmission and a limited-slip differential. The odometer shows just 37,469 miles.

The IROC-Z was an iconic piece of American muscle from the 1980s. If you care to add a rocking stereo system, it’ll be a rock-and-roll studio on wheels. Mullet not included.

The asking price is $29,999.

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

Last week’s format for Car Connections was so fun that I’m using it again. I picked a trio of songs from the list of US Top 40 singles for the week ending September 25, 1976, which I’ll somehow link to cars. Those songs are “Summer” by War (#7). “Rock’n Me” by The Steve Miller Band (#21), and “Fernando” by Abba (#40). You’ll see how I connect those songs to Nissan, Chevrolet, and Aston Martin, but how would you associate them with cars? Tell us in the Comments section below. (And click here for more Car Games!)

“Summer”: Top-down cruising in a convertible. The song “Summer Nights” by Rascal Flatts. Buttes. Arizona. Desert. The Nissan Frontier Desert Runner, the basis for the Frontier Diesel Runner Powered by Cummins project truck displayed at the 2014 Chicago Auto Show.

Equipped with a Cummins 2.8-liter 4-cylinder diesel with almost 200 horsepower and more than 350 lb-ft of torque, the Diesel Runner was designed to see if the market was interested in a diesel Frontier. According to Nissan, “The Frontier Diesel Runner Powered by Cummins arrives a mere six months after the announcement of a partnership with Cummins Inc. to provide a 5.0-liter turbo diesel V-8 in the next-generation Titan full-size pickup, which will arrive in calendar-year 2015.” Did buyers in the truck market want the Cummins-powered Titan XD? Not for long — Nissan offered that variant of the “heavy half-ton” only through the 2019 model year.

“Rock’n Me”: This makes me think of another song: “Like a Rock” from Bob Seger & The Silver Bullet Band, which was used to promote Chevrolet trucks and SUVs back in the 1990s and 2000s. Indulge in nostalgia by watching the video below.

“Fernando”: Fernando Alonso, the two-time F1 racing champion who currently drives for Aston Martin. Last year, the Aston Martin Vantage S became an official Formula 1 safety car, making its debut at the Heineken Dutch Grand Prix in the Netherlands. In addition to its roof-mounted light bar, the Podium Green Vantage S was equipped with a prominent rear wing and heat extractors on the hood to keep the 670-horsepower twin-turbo 4.0-liter V-8 cool. If there was an emergency on the track, the Vantage S could get closer to it by zooming to 62 mph in 3.4 seconds.

Does today’s round of Car Connections make you want to add a Nissan, Chevrolet, or Aston Martin to your garage? Find one on ClassicCars.com.

For the past 15 years or so, I have had the honor of serving as a judge at the Radnor Hunt Concours d’Elegance near Philadelphia. It is a charming event and is a bit unique in that it mixes a casual Friday barbecue and Saturday road tour (followed by a black tie gala) with Sunday’s concours event. The Concours itself is also unique in that it was the first true concours event to have both a female chief judge and a dedicated Motorcycle class judged by what I feel is the best team of judges ever to evaluate two-wheeled vehicles. This year, I served on that judging team led by motorcycle collector, historian, and true enthusiast John Lawless.

I usually take a press car to the event, but this year event chairman Tobey Ross asked if I could bring my 007 edition BMW Z3 to show at the event in the James Bond Class. Since I had not shown my Z3 since 2016, I agreed and planned my trip to Malvern.

I generally take a direct route to Radnor, trying to get to the event as quickly as possible. This year, I decided that if I left early enough, I could take a side trip to a place I have always wanted to see: the C. F. Martin Guitar Factory and Museum in Nazareth, Pennsylvania. I did visit the museum years back with my wife, but it was on a weekend and the factory was not open.

I left Connecticut at 9:30 a.m. and, after a quick stop at White Castle, arrived at Martin at 12:15 p.m. I had tried to book a tour but all the slots were filled, so I spent time in the museum. If you play, collect, and enjoy musical instruments (or even just love music), the Martin Guitar Museum is a must-see place. Not only is the history of the guitar in the U.S. on display, but also the documented history of music from the 1800s to today.

After spending around 45 minutes in the museum, I made my way to the Pickin’ Parlour. This is a demo room where you are able to try out any current Martin guitar, with prices ranging from $599 to as much as you wish to spend. If you want to try out a $10,000 D45, you can. This is a hook as not only can you try these guitars out, but you can also buy them right there direct from the factory. I did not leave with one but finally discovered the model that fit me the best — something I have been trying to sort out for about two years.

After visiting the gift shop, I thanked the staff for their hospitality yet, just as I was about to leave, one of the staff asked me how I like the tour. I told him that since this was a last-minute visit added to my Radnor trip, I was unable to see the factory. He asked me if I had time to spare (which I did), so he gave me a visitors badge and took me on a personal tour of the factory. Stupidly, I did not take any photos as I was basically walking around in awe of the craftsmanship all around me. The fact that the staff did this made me a Martin fan for life.

After the tour, I made my way to the Radnor Hunt Club, arriving two hours before the barbecue. Since I had killed what seemed like every single bug in four states with my just-detailed car, I spent those hours cleaning.

The next day, I participated in the road rally. I did not initially have a navigator (something critical for the Bill O’Connell Memorial Road Rally) but, at the barbecue the night before, I asked my friend Mike Kimmrey from Manns Restorations if he wanted to go. We set off and had a great time on the 79-mile tour, only making one error along the way. No, we did not answer all the questions on the rally sheet, but we had a great time.

After going back to the hotel to clean the car (again!) and get dressed in formal wear, I made my way back to Radnor so my car could be part of the 007 display. It was an honor to be asked to park next to a stunning Aston DB4 and the BSA A65 that was used in the movie “Thunderball.”

Sunday, I awoke to rain, something that is the bane of all concours organizers. Despite the weather, both the car and motorcycle turnout was incredible, with only several cars and motorcycles dropping out. The people who show at Radnor are a tough crew, and a little rain never seems to stop them. The same holds true for the spectators who stood in the rain for the first few hours of the show. Happily, by around 10 a.m., the rain stopped and the rest of the show had sunny skies.

The cars this year were a perfect mix for a larger regional concours event, with everything from Ferraris to Duesenbergs, and even the Jaguar LT3 competition car which was raced by Phil Hill at the Pebble Beach Road Races. In addition to the 100 or so cars, we had over 40 amazing motorcycles including a perfect Brough Superior SS80 and the leanest Moto Guzzi Falcone Sport I have ever laid eyes on.

I put my own car on the field as display-only since judging and showing can be rather difficult, plus I wanted to focus on the job of judging. Despite this, my car proved to be more popular that I could have guessed — every time I went over to visit, I had plenty of questions from spectators.

Like all shows, the winners were announced at the end of the day. Radnor is one of those concours events that smartly has two Best of Show awards: one for elegance and one for sports cars. The winner for Best of Show Elegance went to the 1915 Packard Model 3-38 5 Passenger Phaeton owned by Gail Schaevitz, and Best of Show Sport went to my single favorite car at the event, the 1951 Jaguar XK 120 LT3 Silverstone Works Lightweight owned by my friends Jim and Lisa Hendrix. Better yet, the car was restored by my friend Jason Mann’s shop. These two winners chosen by judges could not have been better choices.

If you have not attended the Radnor Hunt Concours d’Elegance I would highly recommend it. It is a unique and fun event in the concours calendar and, if you travel early enough, there is a pretty neat side trip I could recommend.

As handy as modern-day classified car ads are, I miss thumbing through newspaper listings. There was something special about the tactile feel — even if it meant getting some ink on your fingers. And remember how you were limited with the number of characters you could use? You had to go with short words or acronyms like PW, PL, Cruise, and A/T.

One of my favorite weekly traditions as a teenager in the mid-1990s before getting my driver’s license was riding my bike to Red Sands Market (a Chevron gas station) each Thursday to pick up the free “Pioneer Shopper” with the latest in ads. I’d take it home, plop down on the floor, and browse its pages — none of which were very well organized. Vehicle ads were mixed in with merchandise and whatever else. But I was 14 or 15, and I wasn’t in a big enough hurry to care. Nor did I have the funds to buy anything.

That nostalgia started me down a rabbit hole of searching for my family’s old phone numbers in some newspaper archives. I was able to dig up ads for 15 of our old cars (including some jet skis, an ATV, and a camp trailer mixed in), along with a photo of each one.

Here they are, in order of model year.

1975 Chevrolet Monte Carlo: This one pre-dated me, and the only photo we had was of its wheel (along with mom’s dog “Cadet”).

1978 Mercury Bobcat: There’s the car I rode home in from the hospital.

1986 Chevrolet Celebrity: My first car, and my ultimate pride and joy back in 1997. Apparently, dad listed it for sale sometime in its younger years, but he didn’t end up selling it.

1986 Terry Taurus: Many memories were made in this camp trailer on trips up Logan Canyon in northern Utah. That’s me in the white shirt, with my brother in yellow.

1987 GMC Sierra: My grandpa Rex’s truck when he passed away in 1989, this truck was listed for sale about a month later by my uncle. I wish I could track it down.

1988 Jeep Cherokee: This Laredo received a custom set of Eagle alloys after we purchased it from my grandfather. It was our trusty family hauler in the mid-1990s.

1989 Pontiac Grand Prix: I miss this car a lot, and I talked about my love for the W-body GP in a story earlier this year.

1990 Acura Integra: The car that started it all for my Acura addiction. This was a GS-trim automatic that was fun to drive and not bad to look at.

1990 Ford F-250 XLT: Another vehicle that made an imprint on me as a kid. Check out how my dad was able to wedge three ATVs in the back.

1993 Acura Legend L: After mom sold the previously mentioned 1990 Integra, this was her next vehicle. It was the car I drove to my senior prom back in 1999. Check out my nice bleached hair.

1993 Yamaha Badger YFM80: This was an ATV my brother and I rode around on as 12- and 13-year-olds. We didn’t care that it had a pink seat — this thing was a riot to ride.

1994 Ford F-150 XLT: Another one of dad’s many F-Series trucks, this one towed our watercraft (mentioned shortly) to the lake many times.

1994 Ford Ranger XL: For a short time, dad went to a compact truck, but the Ranger was more capable than it looked. This was a basic model with vinyl flooring and manual-crank windows.

1995 Chevrolet S-10: One of my grandpa’s trucks; the only photo we have of it was when it was parked at his cabin in central Utah. But I spent a lot of time riding around on the teeny jump seats in the extended cab.

1995 Yamaha WaveVenture 700 and WaveRaider 1100: Personal watercraft that ferried us around the lake from about 1996-98. The WaveRaider had a three-cylinder engine and could do 60 mph.

Hope you enjoyed the walk down Memory Lane as much as I did!

In my former life, I spent time hauling cars between Arizona and California. Through that journey I tested the towing capabilities of a variety of different diesel-powered trucks, though our Pick of the Day is one I never was fortunate to sample. This 2002 Ford F-250 Lariat Crew Cab 4×4 is listed for sale on ClassicCars.com by a dealer in Sherman, Texas.

In the mid-1990s, the heavy-duty pickup market was dominated by the 5.9-liter Cummins diesel engine found in Dodge Rams. Needing an answer, Ford introduced the 7.3-liter Power Stroke turbo-diesel V-8 in 1994. It included HUEI fuel injectors, an air-to-air intercooler, and a waste-gated turbocharger. This engine is regarded by diesel experts as one of the best ever assembled.

When Ford introduced its F-Series redesign for 1997, it was not well received, but the Power Stroke ended up being its saving grace. The F-150 was designed by Andrew Jacobsen to look more “car-like” for improved aerodynamics, but that turned off many buyers who wanted their trucks to look like trucks instead of commuter cars.

Luckily for those consumers, Ford introduced an all-new Super Duty for the 1999 model year that exploited the aerodynamics while still looking like a beefy truck. Most importantly, it still had that much beloved turbo-diesel engine. The design carried on until the 2007 model year.

Painted Oxford White and Arizona Beige two-tone, this 2002 Ford F-250 Lariat Crew Cab 4×4 features a sliding glass rear window, telescopic side mirrors, bedliner, and running boards for easy access. After you open the door to admire the Medium Parchment Leather interior and warm faux-woodgrain trim, you might notice the word “Lariat” on the seats. First introduced for the 1978 model year, the Lariat package was billed as having luxurious comfort, handy storage, added carpeting, extra insulation, and map pockets. Other features include cruise control, adjustable pedals, tilt steering column, and air conditioning. Power options include steering, windows, and four-wheel disc brakes. A previous owner installed aftermarket gauges in the A-pillar that show readings for water temperature, oil pressure, EGT, boost pressure, differential pressure, and transmission temperature.

Of course, the star of this Super Duty is the 7.3-liter Power Stroke turbo-diesel V-8 that’s mated to a four-speed 4R100 automatic transmission (upgraded with an aluminum pan) and dual-range transfer case. Factory-rated at 250 horsepower and 505 lb-ft of torque, this capable diesel is barely broken in at 78,964 actual miles. For those with towing needs, a BD Diesel Exhaust Brake and US Gear Cyclone Power Fan help improve towing safety, temperature control, and braking performance. These aftermarket upgrades pair nicely with a 46-gallon fuel tank, and aftermarket rear differential cover and straight-piped (no catalytic converter) four-inch exhaust system with a muffler.

This sounds like the perfect rig to haul a classic car — one you can buy on ClassicCars.com, no less! For $42,950, buy it now and then wait for car show season to return when diesel prices will be at more acceptable levels.

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

Over the past several years, the popularity of off-road vehicles has resulted in less rugged crossovers and SUVs getting more butch with the addition of “go anywhere” styling updates and features. The increasingly capable (yet unibody/all-wheel-drive) Honda Passport TrailSport is a great example of this, but this push for more outdoorsy looks and equipment has worked in the other direction too. The Lexus GX has always been a body-on-frame luxury off-road rig with full-time four-wheel drive. Now in its third generation, the Lexus GX has become more of what it’s always been, especially when you consider the 2026 Lexus GX 550 Overtrail+ model we tested.

KEEP CALM AND CARRY OVER

The GX was all-new for 2024, from its GA-F platform and angular styling to its fresh interior and 3.4-liter twin-turbo V-6/10-speed automatic combo. For the first time ever, Lexus offered the GX Overtrail and Overtrail+ models, which featured more off-road-focused hardware and technology. The following year brought a standard power tilt-and-telescopic steering column, as well as the Lexus Memory System for the driver seat, outer mirrors, and steering column; the Overtrail models received a one-inch suspension lift.

Those updates carry over into the 2026 GX. So do the three core trim levels, Premium, Luxury, and Overtrail, and their better-equipped “+” variants. Prices (updated since the below video review was shot) start at $68,335 for the entry-level Premium model. The Luxury+ has the loftiest starting price of $84,800. According to its window sticker, our Overtrail+ tester had a base MSRP of $81,395. The optional head-up display, 21-speaker Mark Levinson audio system, premium paint color, Traffic Jam Assist, rock rails, cool box, cross bars, and other options raised the as-tested price to $88,345.

TOTALLY JACKED, BRO

Have you ever seen the “before” photo of a doughy guy and the “after” photo that shows him following months of dieting and getting shredded in the gym? The GX has followed that same timeline. The first two generations had a certain softness to their designs, but GX 3.0 cut out carbs and sugar, so it’s all hard lines and angles now. Aside from the wheels and tires, our Earth and Black Onyx review vehicle could’ve passed for a tank in a sci-fi movie set in the year 2056.

Here in the present day, the Overtrail+ can roll over challenging terrain thanks to its 1-inch lift, 33-inch Toyo Open Country all-terrain tires, and locking center and rear differentials. If the going gets so rough that the tires need to be aired down, the onboard air compressor can fill them back up once it’s time to hit the road home. The Electronic Kinetic Dynamic Suspension System locks and unlocks the front and rear stabilizer bars to provide better wheel articulation on trails and reduce body roll on pavement.

NOT-SO-ROUGHING IT

Unfortunately, we didn’t get the opportunity to go wheeling in the GX Overtrail+, so we didn’t have a chance to use the Crawl Control, Downhill Assist Control, or Multi-Terrain Select systems. However, we had plenty of time to see how the GX was as a daily driver. Aside from the initially confusing S-Flow ventilation function, which only directed air to the front row, the Black NuLuxe and Olive Ultrasuede cabin was a pleasant place to be. Thanks to features such as the 10.7-inch head-up display, 12.3-inch digital gauge cluster, and 14-inch infotainment screen, it was thoroughly modern (although a digital rearview mirror would’ve been nice). Front massaging seats, a cool box, and a spacious second row with reclining, heated seats and manual sunshades helped keep everyone inside the GX comfortable in the Phoenix summer heat.

WHAT THE TRUCK?!

Given the GX’s rugged underpinnings and dedicated hardware, it was natural to assume it would behave like a truck on the road — in the worst ways. It certainly had the power of a modern truck, allowing us to keep up with Phoenix pickup drivers who freely indulge in the massive amounts of power just under their right feet. The GX’s 349 horsepower and 479 lb-ft of torque moved the 5,705 pounds that surrounded them with ease and urgency. But in every other way, the GX wasn’t stereotypically truck-like. When the Adaptive Variable Suspension was set to Comfort mode, it was a little too communicative and lively on bumpy roads, but it was never harsh; the Normal setting was a balance of composure and coddling. The steering was nicely weighted and more responsive off-center than anticipated. Even the brakes were dialed in well: The pedal had the right amount of resistance and did its job smoothly and progressively.

WHAT A CONCEPT!

Back in 2019, Lexus brought its GXOR overlanding concept to the Texas Auto Writers Association’s Texas Truck Rodeo, a media event where journalists and content creators drive pickups and SUVs on- and off-road and crown the “SUV of Texas” and the “Truck of Texas.” Lexus fitted it with gear that would make it capable and comfortable during long trips away from civilization, such as Icon shocks, front winch, snorkel, roof rack, and a mini fridge/freezer combo. It’s hard not to think of the GXOR when looking at the 2026 Lexus GX 550 Overtrail+: It has the same spirit of dedication and adventure, and the kind of equipment that can take the GX higher and further into the wilderness — not just macho styling and a set of all-terrains.

To learn more about the 2026 Lexus GX 550 Overtrail+, watch our full video review below.

Click above to watch our full video review on YouTube!

Family history is something that’s always interested me, and learning more about my ancestry has taught me that automotive enthusiasm is frequently passed down from generation to generation. A few years ago, we celebrated the 100-year anniversary of the date my great-grandfather opened one of the first service stations in northern Utah.

Turns out, my great-grandfather on the other side of the family may have also been a car guy. When my grandma passed away a couple of years ago, one of the things I got from her house was a small zippered bag containing a few USB drives. There were some documents and scanned photos related to her family that I browsed through.

One of the pictures on a drive was entitled “Lyndon with car.” Lyndon was her dad, my great-grandfather. He was born May 15, 1908 and passed away October 27, 1983. When he passed, I was only about two years old, so I don’t remember him. Here is the photo in full resolution:

Analyzing the photo in question: The bottom left corner of the Utah license plate appears to say 29, so the photo may have been taken in 1929, which was three years before my grandma was born. Lyndon would have been 21 years old, and the photo was likely taken in northern Utah around Tremonton or Deweyville.

That’s about as much as we know. With all the great (and not-so-great?) intel out there on the World Wide Web, I wondered if any of our readers could shed some light on this car.

I made a quick inquiry with AI (risky, I know) and it suggested the car was a 1922 Studebaker “Light-Six,” Model EJ, five-passenger Touring. Sounds pretty specific, but the conclusion was based on the hood profile, radiator shell, fenders, and bumper. The car appears to have an aftermarket grille guard, which explains the chrome grid in front of it.

A ’22 Studebaker would have used a 207ci L-head inline-six mated to a three-speed manual transmission. It was marketed as “The World’s Greatest Lightweight Automobile.”

A marketing booklet said, “The Studebaker Light-Six was designed and is produced to meet the worldwide demand for an efficient, durable, and economical lightweight car. It is a real achievement in advanced engineering for —

• Refined and improved design, with exact balance of weight
• Quick acceleration, flexibility and power per pound of car weight
• Ease of operation, quietness and freedom from vibration
• Economy of tires, gasoline, and oil consumption”

While I was down the AI rabbit hole, I asked the application to enhance and colorize the picture. Here’s what I got. Not too shabby. Do you think the car was a 1922 Studebaker? If not, what’s your guess?