mod@tech

Behind the scenes on our video project vehicle, things are happening. We need to finalize decisions and sources on things like the engine, transmission, and front brakes: Especially the engine. We’ve gone through a lot of ideas, but we’ve narrowed down our choices to three at this point: A 1966-‘84 250-cu.in. Turbo-Thrift six, a 1963-‘89 292-cu.in. High-Torque six, or a 1954-’62 Jobmaster 261.

The other suggestions

People have pitched everything from the conventional SBC swap (100-percent rational, but a little cliched) to a 2002-’09 DOHC 4.2L Atlas straight six or a GMC 302 and even the 1952-‘56 Hudson 308 and the 1965-‘96 Ford 300. We believe our 1936 Chevrolet ½-ton panel truck needs an equally old-school Chevrolet six cylinder.

The Atlas is an interesting engine but looks like a technological/aftermarket dead end to us (feel free to convince us otherwise in the comments). The GMC 302 parts supply just isn’t what we want in a daily-driver engine. A Ford 300 crossbreed would have us fearing for our personal safety. The Hudson 308 combines both those issues.

Finally, virtually nobody has suggested it, but the original 207 is long gone, replaced in the ‘70s with a (now worn out) 230-cu.in. Turbo-Thrift six and going back to factory stock has never been on the agenda for this truck.

How we’ll use it

Our priority is driving the ‘36 just like the Hemmings folks of old. When Terry Ehrich ran things, the panel truck was used as a panel truck, hauling such loads they eventually broke the rear suspension. Stories abound of it creaking, overloaded, onto a show field to disgorge a welcome supply of magazines and giveaways.

Nowadays, the agenda is about transporting editorial crew and parts for future projects to and from swap meets, shows, and photo shoots. We need more speed and less hauling power, but enough that we can reliably run things like air conditioning, haul home heavyish swap-meet items, and perhaps pull a small camper.

We don’t expect to drive everywhere at 70 mph, but with our desired overdrive and the existing 3.73 gears and 550/600 x 17 tires, we expect to cruise at 65 with the engine turning just over 1,800 rpm.

261 vs 292

Our plan at the outset was to install a 292-cu.in. engine because it’s in the same family as the 230. In fact, we even have one, but it is cracked and poorly repaired, meaning we can’t use it as a core and still need one. That’s what put 261s on our radar.

The 292 is a sought-after engine by straight-six performance enthusiasts and we weren’t finding many. Those searches also netted plenty of 216s, 235s, and a surprising number of 261s. The 261 is the engine the 292 replaced. It’s bigger, heavier, and less powerful in stock form, but because it physically resembles the 235 and 216, it remains popular with folks working on stock or nostalgically styled early Chevrolets who want to carry that theme on under the hood.

Horsepower wise, a 261 isn’t far beyond the 230, but the added torque would be a welcome addition. The popularity of the 235-era stovebolt also means that those engines have a thriving aftermarket, perhaps even better than the 194/230/250/292 series. The downside, of course, is that moving to another engine family is more invasive, though we’d hardly be the first group to swap a 235/261 into a chassis designed for the earlier six.

Sourcing a bellhousing to mate a 261 with our planned five-speed transmission installation would probably be the biggest challenge; whereas the 230 and 292 use the common small-block V-8 pattern.

250 vs 292

At least one reader has noted that it is theoretically possible to carve down the crankshaft from our 292 to fit in the 230 block, equip it with shorter connecting rods, and build a low-deck 292. That’s a pretty cool build, but way too exotic for what’s supposed to be a straightforward working truck. It does raise a good point, though: Nothing (save a 207) is going to fit better than what’s in there now.

That’s why the 250-cu.in. Turbo-Thrift six showed up as a kind of dark-horse candidate. It was, after all, the standard half-ton truck engine for Chevrolet from 1960-something through 1984. We aren’t going to be hauling any car trailers with our ’36 Chevrolet panel truck, so perhaps a mildly warmed-up 250 would do the trick. If, in the long term, it proves unsatisfactory, we could still replace it with a 292.

An appeal to the Hemmings Nation

We’ve already polled a few enthusiasts both on the Jalopy Journal’s HAMB message board and on Instagram. So far, the nostalgic 261 leads, with the powerhouse 292 close behind, along with a few persuasive advocates for the 250. We’ve even had a couple of core-engine offers come our way. What say you?

Most vehicles degenerate into third- or fourth-hand beaters before clawing their way to collectability — assuming they survive the years of neglect and deferred maintenance. Not so with Cadillac’s 2011-’14 CTS-V Wagons. The newest of these factory hot-rod Caddy haulers turned 10 years old in 2024 and their collectible status seems more secure than ever.

This Opulent Blue 2012 Cadillac CTS-V Wagon sold for $59,850 (including fees) in June 2023 as a Make Offer listing on Hemmings.com. At the time of sale it had been driven just over 32,000 miles. Photo provided by Hemmings

What Are CTS V Wagons Worth?

CTS-V Wagon prices have remained stable since 2020, averaging more than $50,000 for an automatic equipped V or $70,000 for a six-speed car, according to Classic.com. That puts them in the neighborhood of their factory $60,000-plus base MSRP. By piling on some options, like the $3,400 Recaro seats, $1,150 UltraView sunroof or $800 wheels, the price of a new V Wagon could’ve increased to more than $70,000, back then.

V wagons were never produced in large quantities —something that’s also in their favor. Fewer than 1,800 were built over four model years, and of those, just 514 were equipped with manual transmissions. But these cars come up for sale quite often. There are usually several up for grabs on Hemmings.com. Last June, a low-mileage Opulent Blue, automatic example sold for $59,850 (including fees) as a Make Offer listing. During the auction it attracted 19 bids — the highest of which was $52,000 (from the bidder who wound up offering more and ultimately buying the car)— and nearly 13,000 views.

Are CTS-V Wagons Reliable?

Aside from their low-production/high-performance status, these cars are popular because they have a reputation for being reliable, especially in stock tune — though performance mods are pretty common. Most owners report few problems other than interior trim wear and other minor issues, like rattles and squeaks, or bring pestered to sell their cars. GM issued a Technical Service bulletin about supercharger noise and many were replaced or repaired under warranty. Noisy rear differentials are also common in these cars and a TSB was issued relating to that as well. These cars don’t suffer from the widespread differential failures reported in first-generation CTS-V sedans, however.

What’re the Differences Among 2011-’14 CTS-V Wagons?

The CTS-V Wagon was introduced in 2011 as the high-performance, rear-drive-only variant of the CTS Sport Wagon, launched in 2010. There were only a few year-to-year updates, mostly new colors. For 2012, “Rainsense” automatic windshield wipers and three new exterior colors: Black Diamond Tricoat, Opulent Blue Metallic and Mocha Steel Metallic (late availability) were added. For 2013, Cadillac added two-piece front brake rotors to the V Wagon and made red-painted brake calipers available. Glacier Blue Metallic, joined the exterior palette. The 2014 model year brought new exterior colors including: Phantom Gray Metallic, Mocha Steel Metallic, Red Obsession Tintcoat and Majestic Plum Metallic.

The Cadillac CTS-V Wagon shared the 6.2-liter LSA V-8 with its sedan and coupe stablemates. The LSA pumped out 556 horsepower with boost from a 1.9-liter Eaton TVS blower.Photo by Mike McNessor

The 2011-’14 CTS-V Wagon’s 6.2-liter LSA V-8

Under the domed, aluminum hood of every V Wagon lurked the 6.2-liter LSA V-8, shared with the V-series sedans and coupes (also the Chevrolet Camaro ZR1), and packing 556 horsepower.

The LSA got its supercharged punch from an intercooled, 1.9-liter Eaton TVS (Twin Vortices Series) blower that spun twin four-lobe rotors, twisted 160 degrees rather than three lobes twisted 60 degrees, as was more typical. The TVS’s design was intended to create smoother, more efficient airflow into the engine with less noise and vibration.

The foundation of the LSA V-8 was an aluminum, six-bolt-main block with cast-iron cylinder liners. Inside there were oil-cooled hypereutectic pistons on forged connecting rods, swinging from a forged crank. Typical for a factory supercharged engine, compression was relatively low at 9.1:1 compression and the hydraulic roller camshaft was a mild grind with low lift — .492 intake/.480 exhaust — and low valve overlap. Heads were aluminum with 68-cc combustion chambers and 2.16-inch intake/1.59-inch exhaust valves.

The 2011-’14 CTS-V Wagon’s Six Speed Transmissions: Tremec or a Hydra-Matic 6L90

Backing up the LSA was the buyer’s choice of six speeds: a Tremec TR6060 six-speed manual with a dual-disc clutch or a Hydra-Matic 6L90 six-speed automatic with a console-mounted shifter and steering wheel-mounted shift controls.

Out back was a stout rear-axle package with a limited-slip rear differential in a cast-iron housing that transferred the power to asymmetrical half-shafts — designed that way to manage wheel hop. Manual-transmission V Wagons were outfitted with 3.73:1 gears while automatic cars used 3.23:1 gears.

The 2011-2014 Cadillac CTS-V Wagon rode on the Sigma II platform shared with the rest of the CTS lineup. The V-Wagon weighed in at 4,396 pounds, with a manual transmission, or 4,424 pounds with an automatic, but a 51/49 weight distribution made the car a balanced handler.Photo provided by General Motors

The Sigma II Platform of the 2011-’14 CTS-V Wagon

All of the V Wagons shared the Sigma II platform with the rest of the CTS lineup. GM’s Magnetic Ride Control, with electromagnetically controlled shocks, was standard issue as was four-channel StabiliTrak with brake assist. Up front, there was independent short/long A-arm suspension with elastomeric bushings and heavy springs tied together with a 29-mm hollow anti-roll bar. In the rear, there was independent short/long A-arm suspension with elastomeric trailing arm bushings, heavy springs and 25.4-mm solid anti-roll bar.

Brakes were four-wheel discs at all four corners. Up front there were six-piston Brembo calipers, while four-piston Brembo calipers were used in the rear, all clamping on vented rotors ABS and dynamic brake proportioning was standard. Steering duties were handled by a power-assisted 16:1 rack and pinion setup. Nineteen-inch alloy wheels, 9-inch-wide front and 10-inch wide rear were also standard shod with Michelin Pilot Sport PS2 rubber.

The V-Wagon was a substantial vehicle at 4,396 pounds, with a manual transmission, or 4,424 pounds with an automatic. It’s road manners definitely don’t give away the car’s heft thanks to its neutral 51/49 weight distribution.

The 2011-2014 Cadillac CTS-V Wagon could pull .89g on the skid pad and cover the quarter mile in 12.3 seconds at 119 mph.Photo provided by General Motors

How Fast is the 2011-’14 CTS-V Wagon?

The V Wagon has to be the fastest American production station wagon ever built. Road test reports of the day clocked it running the quarter mile in 12.3 seconds at 119 mph and dashing to 60 mph in 4.1 seconds. On the skid pad it pulled .89 g and when it came time to stop, the Brembos hauled the mighty wagon from 70 mph in 158 feet.

The 2011-’14 CTS-V Wagon shared its cockpit with the other CTS models. Recaro bucket seats were a $3,400 option.Photo Provided by General Motors

2011-’14 CTS-V Wagon Exterior and Interior

Like the other CTS V-Series models, the Wagon incorporated a free-flowing grille and air dam

that helped drive air to the supercharger. There were also V badges on the fenders and rear hatch door calling out the performance package. Of course, there’s no missing the V’s dual 3-inch exhaust tips, made of high-grade stainless steel, poking out from under the rear bumper.

The CTS-V Wagon shared its cockpit with the sedan, including the three-pod gauge cluster, LED lighting and hand-cut-and-sewn accents on the instrument panel, door trim and center console.

The CTS-V Wagon offered 58 cubic feet of cargo area with the seats folded.Photo Provided by General Motors

Performance seats, that were 14-way adjustable with pneumatic bolster controls in the cushions and backrest, as well as sueded microfiber inserts were standard, while Recaro performance driving seats were available. The thick production steering wheel and shifter knob could be had with Alcantara coverings, providing a grippier surface during spirited driving. Navigation with a pop-up screen was standard issue as was: Bose 5.1 digital surround audio; Bluetooth phone integration; and a 40-gigabyte hard drive that allowed the customer to store music files via a USB port or the in-dash DVD/CD drive. If you’re planning to do a little hauling, the V Wagon delivered, with 25.4 cubic feet of space behind the rear seats and 58 cubic feet with the seats folded – virtually doubling the cargo space of the sedan. A power liftgate provided easy access to the rear.

What to pay for a 2011-’14 CTS-V Wagon

2011-2014 (automatic)

$33,000 $52,000 $121,000

2011-2014 (manual)

$41,000 $70,000 $121,000

Specifications

Cadillac CTS-V Wagon

Construction

Unitized welded steel body with direct-mounted front cradle and rubber-isolated, multi-link independent rear suspension

Engine

6.2-liter, supercharged LSA V.9

Displacement: 376 cu.in.

Compression: 9.1:1

Block and heads: Cast aluminum

Fuel/air delivery: 1.9-liter supercharger with intercooler; sequential fuel injection

Horsepower: 556 @ 6,100

Torque: 551 @ 3,100

Transmission

Tremec TR6060 six-speed manual or Hydra-Matic 6L90 six-speed automatic

Differential

Limited slip with 3.23:1 ratio (automatic) or 3.73:1 ratio (manual)

Steering

16.1:1 power-assisted rack-and-pinion

Steering turns lock to lock: 2.8

Suspension

Front: Independent SLA; 29-mm hollow stabilizer bar; elastomeric handling and ride bushings; 65-N/mm spring rate; Magnetic Ride Control with electro-magnetically controlled shocks

Rear: Independent SLA; 25.4-mm solid stabilizer bar; elastomeric trailing arm bushing; 90-N/mm spring rate; Magnetic Ride Control with electro-magnetically controlled shocks

Brakes

Four-wheel disc with four-channel ABS, hydraulic brake assist and dynamic rear brake proportioning

Dimensions

Wheelbase: 113 inches

Length: 192 inches

Height: 58 inches

Curb weight: 4,396 (manual)/4,424 (automatic)

Weight distribution: 51/49

There have been a handful of stylists over the past 100 years who have forever altered the course of automotive design, and Marcello Gandini was one of them. He was 85 when he died on March 13.

Gandini, a native of Turin, Italy, was raised in a professional musical household, but went in a very different, mechanically focused direction.

He was hired by Nuccio Bertone to replace his contemporary, Giorgetto Giugiaro, at Carrozzeria Bertone in November 1965 when he was just 26 years old. He led the design studios at Carrozzeria Bertone for 14 years, and his signature styling elements emerging from that period include the low, wedge-shape body style and most distinctively, his trademark angled rear wheel arch. Gandini left Bertone around 1980 and began working as a freelance designer, handling automotive projects for a multitude of international automakers and even earning patents and designing outside of the four-wheeled realm.

According to the Italian paper La Repubblica, he’d been awarded an honorary degree in Mechanical Engineering by the Polytechnic of Turin on January 12 of this year. The report quotes Guido Saracco of the Polytechnic as saying, “Marcello Gandini is an innovator. He has been able to combine a very high aesthetic taste with cutting-edge engineering and technological solutions, contributing to improving the entire process of industrial design.” Gandini’s acceptance speech, in which he addressed tomorrow’s designers and engineers with his feelings on the crucial role of automotive design, has been shared by cardesignnews.com.

Watch Gandini reminisce about his career in the Part 1 and Part 2 videos created by the Federation Internationale Vehicules Anciens to reflect on how his memorable designs disrupted the automotive status quo and forever changed the form language of exotic supercars.

Gandini on Lamborghini

While Lamborghini’s first model family (350GT/400GT) was styled by Carrozzeria Touring, Ferruccio’s firm quickly turned to Bertone and was rewarded with the iconic Miura. This was followed by Gandini’s V-12 Islero and the Marzal-inspired Espada. A mid-mounted V-8 powered the the Urraco, Silhouette, and Jalpa. Gandini shocked and awed the world with the debut of the Countach, and followed that up with the Diablo.

Gandini on Lamborghini

While Lamborghini’s first model family (350GT/400GT) was styled by Carrozzeria Touring, Ferruccio’s firm quickly turned to Bertone and was rewarded with the iconic Miura. This was followed by Gandini’s V-12 Islero and the Marzal-inspired Espada. A mid-mounted V-8 powered the the Urraco, Silhouette, and Jalpa. Gandini shocked and awed the world with the debut of the Countach, and followed that up with the Diablo.

Gandini on Lamborghini

While Lamborghini’s first model family (350GT/400GT) was styled by Carrozzeria Touring, Ferruccio’s firm quickly turned to Bertone and was rewarded with the iconic Miura. This was followed by Gandini’s V-12 Islero and the Marzal-inspired Espada. A mid-mounted V-8 powered the the Urraco, Silhouette, and Jalpa. Gandini shocked and awed the world with the debut of the Countach, and followed that up with the Diablo.

Gandini’s Lamborghini vibe would manifest itself in other high-powered exotics like the Cizeta-Moroder V16T and Bertone’s prototype Bugatti EB 110.

Gandini on Alfa Romeo

One of the first Bertone assignments given to Marcello Gandini was to pen a show car for Alfa Romeo to display at Expo 67, the 1967 World’s Fair in Montréal, Québec, Canada. This stunning design, which shared some DNA with the Lamborghini Miura, came to the road as the 1971-’77 Alfa Romeo Montreal.

One year later, the 1968 Carabo -built on the underpinnings of the Alfa Romeo 33 Stradale- shocked the automotive world with its unapologetic wedge shape and scissor-opening doors, both of which would reappear on the Lamborghini Countach. The Carabo’s pure wedge was again seen on his groundbreaking 1970 Lancia Stratos HF ‘Zero’.

Gandini on Alfa Romeo

One of the earliest Bertone assignments given to Marcello Gandini was to pen a show car for Alfa Romeo to display at Expo 67, the 1967 World’s Fair in Montréal, Québec, Canada. This stunning design, which shared some DNA with the Lamborghini Miura, came to the road as the 1971-’77 Alfa Romeo Montreal.

One year later, the 1968 Carabo -built on the underpinnings of the Alfa Romeo 33 Stradale- shocked the automotive world with its unapologetic wedge shape and scissor-opening doors, both of which would reappear on the Lamborghini Countach. The Carabo’s pure wedge was again seen on his groundbreaking 1970 Lancia Stratos Zero.

Gandini on BMW

Two of the lesser-remembered pieces of Gandini’s work were the 1969 BMW Spicup and the 2002 tii-based Garmisch coupe that was shown at the 1970 Geneva Motor Show. The original Garmisch disappeared after that display, but BMW recreated it in 2019; that coupe’s influence can be seen in the first-generation 5-Series, which was styled by Paul Bracq with Gandini’s input.

Gandini on BMW

Two of the lesser-remembered pieces of Gandini’s work were the 1969 BMW Spicup and the 2002 tii-based Garmisch coupe that was shown at the 1970 Geneva Motor Show. The original Garmisch disappeared after that display, but BMW recreated it in 2019; that coupe’s influence can be seen in the first-generation 5-Series, which was styled by Paul Bracq with Gandini’s input.

Gandini on Fiat

Gandini brought his distinctive wedge design to the masses with the brilliantly styled and packaged, mid-engine Fiat-Bertone X1/9 sports car.

Gandini on Ferrari

While he only had one production car from Maranello on his CV, it was a memorable one: The 1973-’80 Dino/Ferrari 308 GT4. This sometimes controversial model that emerged from the Bertone studio was groundbreaking for Ferrari, being its first production sports car with a mid-mounted V-8 engine, and also its first mid-engine 2+2. Bertone offered another take on the 308 concept with its retractable-roof 1976 Ferrari Rainbow, whose basic shape echoed that of the popular X1/9.

Gandini on Maserati

The stunning 1974-’82 Khamsin blended a traditional Maserati V-8 with Citroën hydraulic systems, cloaked in Gandini’s fantastic Bertone design bearing unique elements like taillamps floating in a glass panel. He was tapped by Maserati again in the late 1980s to update the V-6-powered Biturbo into the V-8 Shamal, and used his design language to add smooth tension to the contemporary Quattroporte.

Gandini on Maserati

The stunning 1974-’82 Khamsin blended a traditional Maserati V-8 with Citroën hydraulic systems, cloaked in Gandini’s fantastic Bertone design bearing unique elements like taillamps floating in a glass panel. He was tapped by Maserati again in the late 1980s to update the V-6-powered Biturbo into the V-8 Shamal, and used his design language to add smooth tension to the contemporary Quattroporte.

Other Noteworthy Gandini Car Designs

• Citroën GS Camargue (1972)
• NSU Trapeze (1973)
• Iso Lele (1970-’74)
• Lancia Stratos HF (1971/1973-’74)
• IsoRivolta Grifo 90 (1990)
• Nissan AP-X (1993)
• DeTomaso Biguà/Qvale Mangusta (1996/1999-’02)
• Renault 5 (1984-’96)

This 1974 Bultaco Pursang 360 Mk7 for sale on Hemmings.com looks a little too nice to race following an extensive restoration.Minnesota Motorcars

Warning: Vintage dirt bikes can be habit-forming and 50-year-old Bultacos, like this 1974 Pursang 360 Mk7 for sale on Hemmings.com, are a powerful gateway drug.

While Senor Bultó’s scrappy independent motorcycle company folded decades ago, his passion lives on among Bultaco enthusiasts today. There’s a deep fanbase/knowledge base for these legendary Spanish machines, and spare parts needed to keep a Bultaco in race-, ride- or show-ready form, are still available from dealers, as well as aftermarket sources.

This restored ’74 Pursang 360 Mk7 looks too nice to get dirty and it’s a significant bike in Bultaco history. By the early to mid 1970s, the Big Four Japanese companies were in the motocross motorcycle business to stay. Honda’s Elsinore had rewritten the book, while Yamaha’s innovative Monoshock suspension foretold future single-rear-shock designs. Roger DeCoster was running roughshod over the 500cc class on a Suzuki and Kawasaki launched it’s legendary KX series with a 125, a 250 and 450 in ’74. Meanwhile Maico, Husqvarna, CZ and Penton/KTM weren’t sitting still either.

Bultaco needed a boost to keep it winning on the world MX stage and got one from a young American named Jim Pomeroy. Pomeroy was a struggling but talented privateer racer, with limited sponsorship, when he made history at age 20 by winning the 1973 Spanish 250 Grand Prix. He was the first American to grab a GP win in Europe and the first to ever score victory on a GP debut. For that historic win, in Bultaco’s home country no less, Pomeroy rode a stock 1973 Pursang 240 Mk6 (that he assembled himself) and arrived at the track without a mechanic or crew. Pomeroy’s life changed significantly after that win though. He became an overnight MX star with full-factory backing as well as Bultaco’s frontman in ads for the Pursang.

Jim Pomeroy (number 26) was virtually unknown when he won 1973 Spanish 250 Grand Prix became an overnight motocross star.Bultaco advertisement

When the ’74s Pursangs arrived, they were good enough to win races at any level. Bultaco built stout two-stroke engines, but for ’74, the Buls were lighter, thanks to a new chromoly frame and handlebars, Akront aluminum rims and alloy hubs. Suspension fore and aft across the board was via Spanish-made Betor forks and shocks. The ’74 Pursang 250 sported a blue with white-stripe paint scheme as an homage to the helmets worn by American riders, like Pomeroy.

The 1974 Bultaco lineup was lighter than ever thanks to chromoly frames and lightweight alloy wheels and hubs. The 250 sported a blue and white paint scheme modeled after the helmets worn by American riders like PomeroyBultaco advetisment

The big-bore engine in the Pursang 360 engine now displaced 352 ccs up from 326 ccs in the previous year’s Pursang 350. The size increase came primarily from a 4-mm increase in the stroke, which probably also helped the Pursang 360 deliver the strong, tractable power it was known for. The carburetor was a 36-mm Amal with a tickler for cold starts instead of choke. The tickler button would force the float down, flooding the carburetor with fuel, ensuring a rich mixture. The kick starter was on the left side and the shifter for the five-speed transmission was on the right. This particular bike has a compression release installed in the cylinder head. It’s cable operated via a short lever on the left side of the handle bar below the clutch. This is a nice addition, as these big-bore two-strokes can be hard to kick over (especially from the left side) and you need to boot them forcefully to get them started.

These bikes have their kickstarter on the left and the shifter on the right, which can take some getting used to. A cable-operated compression release (pictured to the left of the spark plug) has been installed to make the big-bore, two-stroke easier to kick over. The carburetor is a 36 mm Amal. It uses a tickler (that knob to the right of the fuel filter) for cold starts rather than a choke. Pushing the tickler forces the float open flooding the carburetor with gasoline (and dribbling gasoline oil the engine as well).Minnesota Motorcars

Aside from being light, powerful and a lot of fun to ride, Pursang 360s are visually stunning with their red/yellow and white body work against their silver frames. Someone spent a lot of time polishing this Pursang’s fork leg’s engine cases, rims and hubs, bringing back their original luster.

This Pursang 360 is so clean it’d be a shame to risk scuffing it up in vintage MX races. So, maybe this one could be for show, and you could pick up a scruffier Pursang for weekend competition? Just be careful: vintage dirt bikes can be habit-forming.

A Cycle World test rider drags the toe of his Full Bore boot while drifting the new 1974 Bultaco Pursang 360 Mk7 for the cover shot of the May issue. The magazine editors called the 360 “Bultaco’s Illegal Super light” because the stock bike’s 204.5 dry weight was under the FIM minimum weight for the 500 cc class.Cycle World

Specifications

(May 1974 Cycle World)

Original List Price: $1,395

Tire size: 3×21 (front) 4.50×18 (rear)

Engine: Two-stroke, piston port, 352cc

Bore and stroke: 83.7×64 mm

Compression: 10.5:1

Carburetor: 36 mm Amal

Ignition: Motoplat breakerless

Fuel capacity: 1.8 gallons

Horsepower: 28.55@6,500 rpm

Torque: 23.07 lb.ft. @6,500 rpm

Transmission and drive

Clutch: Mult-plate, wet

Primary drive: Twin-row chain

Final drive: Single row chain

Chassis

Wheelbase: 55 inches

Seat height: 33.5 inches

Weight: (with fuel) 212 pounds

With the LT4 now positioned between the frame rails and significant progress made on the suspension and fuel system, several crucial tasks remain before test firing the car. Angelo dedicated his efforts to plumbing the intercooler system, while Grimm undertook the fabrication of a catch can and some heat shielding. Meanwhile, Suppy conducted a leak test on the fuel system to ensure it functioned properly.

With the delivery and installation of the Grand National’s rebuilt 10-bolt rearend now equipped with a Truetrac differential and 30-spline axles, the GN will rein in the power of the LT4. Ron Baugh then showed up with a new set of custom wheels, while Musto worked on the car’s worn-out seat covers with some quality replacements from Classic Industries.

The final touch involved the expertise of Suppy’s brother and tuning specialist, Chan Wejpanich. He arrived to install a base tune, a crucial step preceding the firing of the car. However, this stage was not without its share of drama. We’ve got all this and more as we get to the final stages in delivering Killer Mike his dream car for the 2024 Grammy Awards.

Hemmings.com is the ultimate destination for finding your perfect ride, today!

Rumors of the almighty Godzilla going extinct from production lines are circulating the internet after Nissan unveiled the updates for its latest Japanese market 2025 Nissan GT-R. The R35 generation, first introduced at the end of 2007 and arriving to the United States in 2008, will likely be replaced for a hybrid or electric version of the iconic JDM sports car.

Nissan Skyline and GT-Rs over the generationsNissan

In what is believed to be its final year, the 2025 GT-R R35 carries over its exterior design from its previous 2024 facelift, however the T-Spec and Track Edition trims will sport Nismo components. The interior also remains the same, except buyers of the Premium Edition will now have the option to order new Blue Heaven upholstery, as seen in the below photo gallery.

Under the hood is the twin-turbo 3.8-liter V6 that offers up to 565 horsepower in the standard GT-R and 600 horsepower for the special edition GT-R Nismo. Changes to the engine are limited to the Premium Edition, T-Spec, and Track Editions, which will now offer “snappier revs and faster turbo spooling” with the Nismo’s high-precision weight-balanced piston rings, connecting rods, and crankshafts. The GT-R models that receive the upgraded internals will be adorned with an aluminum plate with the name of the engineer who completed the engine, plus a gold plate in the engine compartment (also seen in the below photos). The Nismo will receive a more race-oriented chassis setup than the other trim levels.

The 2025 Nissan GT-R saw a price increase from last year across the lineup. The entry-level GT-R Pure Edition starts at ¥14,443,000 ($97,703), and the cost climbs from there, reaching ¥30,613,000 ($207,088) for the GT-R Nismo Special Edition. Unit availability has not officially been confirmed, but the 2025 GT-R lineup is already available to order in Japan. Nissan expects the first deliveries to arrive in June.

As for the future of the GT-R, we can look toward the fully electric Nissan Hyper Force concept car that was revealed at the Japan Mobility Show.