mod@tech

The 1969 Oldsmobile 4-4-2 W-30 holds an interesting spot in the collector car world. Looking at it, nothing seems wrong — in fact, everything is right with it: good looks, W42 hood stripes, OAI (Olds Air Induction) scoops under the front bumper, and a cool ad campaign with Dr. Oldsmobile and his motley crew of laboratory misfits.

But Oldsmobile fans tend to prefer the earlier, short-stroke 1965-67 400 over the long-stroke 1968-69 400. Then there’s the mild cam used for base-engined automatic cars (it downgraded horsepower from 350 to 325), which was not a positive for the model’s reputation.

W-30s also reside in a culture that promotes stock vehicles despite the engine being so aggressively cammed that it was designed to be modified for maximum effect … and then there’s the 455 that was introduced in the ever-popular 1970 model (aside from the 1968-69 Hurst/Olds).

As such, 1968-69 4-4-2s are often overlooked. It used to be difficult to find a W-30 version of the ‘69 despite 1,389 being built. Muscle Car Campy found one, a Sports Coupe owned by Karl Metz. This was the body style with a B-pillar, which makes it one of 2,984 built. Of those, only 171 were W-30s. Note the unusual bench seat, which was a no-cost option in substitution of the standard buckets.

To view more Muscle Car Campy videos, click here.

When it comes to B-body Plymouths, you may have wondered what the difference is between the Plymouth Road Runner and GTX. The differences go deeper than just a standard engine (383 and 440, respectively), as both are based on different trim levels. This two-tiered approach was not generally found within General Motors, though Ford Motor Company dabbled in it after responding to the Road Runner.

Since the GTX first appeared in the market (in 1967), let’s start with it. If you glance past the GTX’s standard 440, you’ll notice it shared a fancy interior with the Satellite, the top “pedestrian” model in the Belvedere lineup. Most mid-size performance cars at the time followed the same formula: The Pontiac GTO also shared the same trim level with the LeMans, the Fairlane GT with the Fairlane 500/XL, and the Chevelle SS 396 with the Malibu.

The above models are the reason the Road Runner was introduced in 1968 — because the cars were on the expensive side of their respective series, while there still was a demographic clamoring for cheap performance cars. Since Plymouth reshuffled its lineup for 1968, let’s look at the hierarchy of the Belvedere series for the two years.

1967	1968
Belvedere I	Belvedere
—	Road Runner
Belvedere II	Satellite
Satellite	Sport Satellite
GTX	GTX

For 1968, Plymouth grouped the Belvedere series in two segments, which readily could be identified by the grille. Belvedere, Road Runner, and Satellite models featured an “aluminum grille [featuring] several rows of rectangular openings”; the Sport Satellite and GTX featured a “deeply recessed horizontal-bar grille.”

The rear end also distinguished the two segments, though the difference came from the decklid trim (or lack thereof) in between the horseshoe-shaped taillights.

The Belvedere and Road Runner Coupes had nothing on the trunk panel, while Road Runner Hardtops featured a brushed aluminum applique across the deck between the taillights that was shared with the Satellite. Order a Road Runner Coupe with the Decor Group and you’d receive the same applique (among other trim).

The Sport Satellite and GTX received a fancy applique that gave the illusion of full-width taillights.

The GTX featured lower-body stripes that started at the GTX badge on the rear fenders and stopped at the front wheels. The dual stripes were available in white, black, red, “ledger” green, or light blue.

It’s worth noting that when the Road Runner Hardtop was introduced in January 1968 (several months after the Coupe), its standard interior was a step up from the Coupe’s — more like the Satellite’s, including carpet instead of a rubber mat. This upgrade was also available for Road Runner Coupes with the Decor Package.

Plymouth refined the Belvedere series for 1969, as was common for sophomore efforts. A Road Runner Convertible joined the roster which, like the Hardtop, included the Decor Package. That package remained optional for the Coupe.

The Belvedere, Road Runner, and Satellite featured a “dual horizontal bar grille insert,” while the Sport Satellite and GTX featured a “single horizontal bar insert in deep-set grille.”

Out back, new taillights were now inset and angled at the corners, with back-up lights migrating to the bumper. The Belvedere and Road Runner featured no trim on the trunk lid, while the Satellite featured silver paint and trim around the cove on the trunk lid.

Both the Sport Satellite and GTX featured a “bright applique across rear deck,” with the GTX also having black inserts.

The stripes identifying the GTX were gone, replaced by a “full-length lower body molding” with “black textured paint on all sheet metal below [the] molding.” Either white or red reflective tape Sport Stripes ran longitudinally under the molding. Road Runners were also available with longitudinal Tapered Sport Stripes, also available in reflective white or red.

Below is your key to comparing the 1968-1969 grilles and taillights (in ascending order). Click on each image to be taken to its respective ad on ClassicCars.com.

Would you believe Phoenix already hit over 90 degrees – in February? It’s not even officially spring yet, but automotive enthusiasts in Arizona are taking advantage of the temperatures before they soar to triple digits. 

The Melrose Street Fair is a family-friendly event that brings the Phoenix community out to enjoy some neighborhood camaraderie. Attractions each year include vendors, food trucks, live music, kids’ area, beer garden, and car show. The free-admission event is hosted by the Melrose Merchants Association, a non-profit organization that is now in its 23^rd year.

This year’s program on Saturday, February 28, attracted over 200 local and independent artisans – not to mention a variety of special vehicles. Here were a few of the cars that caught my eye:

1957 Chevrolet Bel Air Nomad

The “Tri-Five” Nomad was an iconic two-door station wagon manufactured on the General Motors A-platform and sold between 1955 and 1957. This Matador Red Nomad was a clean machine both inside and out, flaunting its quintessential tailfins and a set of wide-whitewall tires.  

1962 Imperial Custom Hardtop

The Imperial, for a time, was a standalone luxury brand from the Chrysler corporation, although it was originally a model under the Chrysler nameplate. “Custom” models from 1962 rode on a perimeter frame and received a mild facelift compared to the prior version. Power came from a 413ci “Wedge” V-8. My favorite thing about this one was its freestanding “gunsight” taillights.

1985 Honda CRX Si

At the leading edge of the fuel economy spectrum for its time was this immaculate Baltic Blue CRX. I wrote a story last December about a friend’s second-generation CRX, and this first-gen was just as clean. The CRX was a two-seater that blended fun-to-drive dynamics with a modest price tag (and of course, incredible MPG in the 40s or even 50s, depending on trim level). According to paperwork displayed with this CRX, it won 2nd place at a Japanese Classic Car Show and was retained by its original owner for 38 years.

1985 Porsche 944

The 944 was produced from 1982-92 and was known for its balanced handling and iconic pop-up headlights. The standard powertrain was a 2.5-liter inline-four that was rated at 147 horsepower and 140 lb-ft of torque. This 944 was finished in Marble Gray and had a two-tone interior with perforated leather seats and a Kenwood audio system.

1988 Volkswagen Cabriolet

The Cabriolet was a compact, four-seat convertible largely hand-built by Karmann. Power came from a 1.8-liter naturally aspirated inline-four with K-Jetronic fuel injection. The car shared engineering with the first-generation (Mk1) Golf and was available in a few trim levels, including Base, Bestseller, and Boutique. This Cabriolet had a unique look to it, outfitted with color-keyed aftermarket wheels and a white leather interior.

The Melrose Street Fair car show offered fun for the whole family. If you ever find yourself in Phoenix in a future February, make sure you check it out!

It doesn’t matter if you’re working in a warehouse, tinkering on your project car in the garage, or lifting weights at the gym — staying cool is important. Since 1999, Big Ass Fans has been helping people do that with its range of products for a variety of commercial, industrial, residential, and public applications.

How does Big Ass Fans do that? By using the highest-quality materials and precision-engineered components to produce high-volume, low-speed (HVLS) airflow. In return, that airflow produces results: 20 percent more fresh air, a 15-percent increase in employee productivity, and a 30-percent reduction in energy costs (residential fans). Paring Big Ass Fans with the company’s evaporative coolers can drop temperatures by up to 33 degrees Fahrenheit.

Want to learn more about Big Ass Fans? Check out senior key account manager Scott Fehrenbach’s presentation in our Product Showcase video below.

Muscle cars get plenty of love in the collector community, but muscle trucks are equally deserving of time in the spotlight. With that in mind, let’s check out a C10 done up with all the right restomod touches. Featured on AutoHunter is a 1970 Chevrolet C10 Custom Pickup listed by a dealer in St. Louis. The auction will end on Monday, March 9, 2026, at 11:15 a.m. (MST).

One of the handy tools for researching the original build specifications of some GM vehicles is the Service Parts Identification (SPID), which can be found affixed to the inside of the glove compartment door on C/K-series pickup trucks. According to the SPID on this truck, it came optioned from the factory with bodyside moldings, door edge guards, heavy-duty battery, push-button radio, tinted glass, heavy-duty rear springs, wheel covers, and blue cloth upholstery. In the 50-plus years that the truck has been on the road, a few things have changed from its original assembly, as we’ll soon see.

Most notably, the truck was subject to a frame-off restoration and was repainted in its current light blue metallic color. Exterior features include front and rear roll pans, LED lighting, dual side mirrors, bodyside moldings, and 22-inch American Racing forged wheels wrapped in Nitto NT555 G2 tires. The seller notes that the glass has been replaced, and the floor of the long bed has been redone with oak planks. Stance comes from an AirSlamIt air suspension with a handheld controller.  

The interior of the cab features a two-tone white and blue vinyl bench seat, body-colored dash, power steering, aftermarket steering wheel, power windows, Bluetooth-enabled retro-look audio system, and factory air conditioning.

Under the hood is a numbers-matching 350ci V-8 mated to a numbers-matching Turbo Hydra-Matic 350 three-speed automatic transmission, plus a 3.71:1 rear differential. Mechanical work was performed within the last 1,000 miles. The odometer currently shows 51,593 miles, although the title reads mileage-exempt.

The C10 has a strong, customizable platform with loads of aftermarket support — as we can already tell from this eye-catching custom. When equipped with a V-8 engine and a lowered, tight-handling suspension, a restomod truck can deliver a muscle car-like driving experience with the added cargo-hauling capacity as a bonus. Best of both worlds! As the selling dealer says, “This C10 is more than restored – it’s reborn.”

The auction for this 1970 Chevrolet C10 Custom Pickup ends on Monday, March 9, 2026, at 11:15 a.m. (MST).

Visit the AutoHunter listing for more information and a photo gallery

Classic British sports cars are magical things. They are in effect a completely immersive time machine to another time and place. They offer strong performance for the era, a great exhaust note, and striking styling. The Pick of the Day is one of the very best classic British cars ever, a 1954 Austin-Healey 100 BN1 listed for sale on ClassicCars.com by a dealer in Farmingdale, New York.

The Austin-Healey 100 was developed by the legendary Donald Healey and was in many ways his first truly successful sports car. Unlike the Nash-Healey, the 100 had a suspension completely developed by Healey with Austin mechanicals. The styling was done by Gerry Coker, and the chassis was designed by Barry Bilbie which (for the period) was pretty stiff. To help keep the vehicle height low, the rear axle was underslung, with the frame passing under the rear axle assembly.

The 1954 Austin-Healey presented here is said to be a very correct older restoration. It is stated that the details on the car, such as the red fan and proper shift boot, indicate authenticity. Compression is excellent, the gearbox and overdrive work properly, and the car is lively to drive.

The correct Spruce Green looks excellent. Body gaps look to be quite good as well, as these cars have a reputation for being difficult to get the gaps correctly. The exterior brightwork also shines well. This Austin-Healey is riding on the correct painted wire wheels with period-correct Dunlop tires. These kind of accurate details make me think this example is worthy of your attention.

The interior is also nice, with the green leather seats appearing correct and the covers well-installed. The dash also looks authentic, with the gauges appearing to have been well restored. It appears this vehicle has the original, stock steering wheel, another detail that makes it appear like one that received a correct and painstaking restoration that has held up well.

Under the hood is a correct 2.6-liter Austin four-cylinder that is fed by two SU carburetors that have the correct air cleaners. Other under-hood details look correct as well. I see nothing that makes me think that anything on this car has any needs.

This 1954 Austin-Healey 100 BN1 represents the first of the “big Healeys” and was a landmark car when new. Not only did it win in the showroom with 10,030 of the first version (BN1) built, but also won on the racetrack where it proved to be very competitive. The cost to restore a car to this level would be at least $100,000, as this older but very nice restoration looks like it has had everything done both correctly and well. Just to check myself, I had Healey restoration expert John Saccameno (owner of Sport and Specialty Restorations) take a look at the ad and he called it a very nice example.

A few years ago, this exact car would cost more than $100,000 but today it is listed at only $74,900. I’ll call this a great value! If you want the very definition of a classic British sports car, look no further than this 1954 Austin Healey 100.

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

What’s the long-term ownership experience been like with one of Japan’s mid-engined sports cars from the 1990s? To be honest, it’s been drama-free. And that’s just the way I like it.

At its core, my 1992 Acura NSX was engineered with Honda reliability in mind, with power coming from a relatively simple, 270-horsepower 3.0-liter V6 mated to a five-speed manual transaxle. The car remains bone-stock, much to the chagrin of my fellow NSX Club of America colleagues who are constantly tempting me to modify it.

I was lucky enough to get ahold of service records on the car back to its first oil change, which took place at Acura of Concord, California on March 11, 1993, at 3,489 miles. When I bought the car in December 2011, I became its fourth owner, and it had just over 80,000 miles on the odometer. Today, it has about 124,000. I’ve taken it on road trips all over the western region.

For example, check out my road trip to Seligman, Arizona from last summer.

Over the last 44,000 miles and 15 years, what has been done to the car? Maintenance expenditures have come out to about $11,000 under my ownership. Some of the key highlights are as follows:

• Timing belt, water pump, tensioner, cam sensor, outer belts, valve cover gaskets and cam seals, VTEC solenoid seals, coolant hoses, and rear brake pads/rotors: $2,462
• Brake system overhaul (modulator, proportioning valve, pipes, flanges, and custom electrical harness): $2,195
• Passenger-side window regulator: $989
• 18 oil changes (Castrol GTX 10W30 conventional)
• 3 battery replacements
• 5 A/C recharges (definitely need to troubleshoot a refrigerant leak)
• Replacement of: coolant expansion tank, ignition switch, and tires

Currently, I am midway through an audio system overhaul. The factory Bose sound system is notorious for having head unit, speaker, or amplifier issues (and sometimes, it’s a combination of all of the above). Lately, the only “music” I’ve been getting consists of crackles and pops. Luckily, I found a vendor in Texas willing to disassemble and refurb the head unit with all modern internals. Fingers are crossed that I’ll be rocking out in due time. As you’ll see in the image below, the console is currently radio-less.

For me, the “return on investment” for the NSX has been well worth it – not just as far as the market value of the car in comparison to what I paid, but also in terms of what it’s cost to keep on the road. I would trust the car for a drive from coast-to-coast at a moment’s notice, and the sense of community in the NSX enthusiast network is second to none.

Pontiac. Triumph. Studebaker. There are numerous dead car brands that enthusiasts wish would be revived. The odds of that happening are slim to none. But in the mid-1960s, Duesenberg, a brand that ended production in 1937, was revived … sort of. Shortly after its rebirth, it was killed once again, but not before a single 1966 Model D prototype was built. This car is featured in the latest Jay Leno’s Garage.

In 1963, Virgil Exner, the former head of Chrysler design, sketched theoretical new Stutz, Packard, Mercer, and Duesenberg models for Esquire magazine. The Duesenberg didn’t make it into production form, but it led to a model made by the new Duesenberg Corporation, which had Fred “Fritz” Duesenberg (son of August S. Duesenberg) as its chairman. Exner designed the one-off in 1964, with Ghia building it on a stretched Imperial convertible chassis in 1965. Celebrities such as Elvis, Liberace, and Jerry Lewis placed orders, but those wouldn’t be fulfilled. By October 1966, the Duesenberg Corporation was no more.

Tom Shannon, the current owner of the Model D, points out that, contrary to many accounts, his car is powered by a Chrysler 413ci V8 with the “torque of a steam locomotive,” not a 440. He first saw it in the Auburn Cord Duesenberg Automobile Museum when he was 17. Seven years ago, he became its new owner — 43 years after he last saw it. The Duesenberg needed a lot of work to get back to its former glory. In fact, given that it was only 95 percent developed, Shannon had to finish what Duesenberg 2.0 started, then begin restoring the car. All the parts were still in place, but many needed cleaning and the paint was shot. Along with the necessary touch-ups and fresh paint, Shannon had the original Dayton wire wheels fitted with reproductions whitewalls.

Although the Model D lacks the hulking physical presence of its ancestors, it certainly draws attention. The twin-bar bumpers, island-like grille, flamboyant wheel arches, and slim profile make the Model D impossible to miss. The suicide doors open to thick pieces of wood, gold trim, and leather and cashmere seating. Shannon may have spent more on the restoration than the car is worth but, as Leno puts it, all that work was done “to respect and honor the men who built” the car originally.

Watch as Leno takes this interesting, obscure product of a short chapter in American automotive history out on the road in the video below.

Currently listed on AutoHunter is this 1967 Buick GS 340 Sport Coupe, a new model that only lasted one year before it evolved into the GS 350. Like all GS 340s, it is powered by a 340ci V-8 backed by the optional Super Turbine automatic. Features include GS 340-specific red trim, air conditioning, dual chrome side mirrors, tilt steering column, and more. Painted Arctic White with a black vinyl top over a black vinyl interior, this unusual hardtop is offered by the selling dealer with a clear title.

All GS 340s were painted Platinum Mist or Arctic White, with this one featuring a repaint in the latter. All GS 340s also featured red longitudinal stripes with matching non-functional hood scoops. Other exterior features include GS and GS 340 ornamentation on all four sides, black vinyl top, GS 340-exclusive red/chrome rear trim, driver- and passenger-side mirrors, tinted windows, and dual exhaust pipes. This car is equipped with a set of 15-inch red-painted slotted wheels with spinner hubcaps and 245/45 Cooper Cobra Radial G/T tires.

The cabin features a black vinyl interior with a front bench seat with a fold-down armrest. Other features include a three-spoke steering wheel with tilt column, power steering, column-mounted automatic shifter, air conditioning, and push-button AM radio.

Instrumentation includes a 120-mph speedometer and fuel gauge; additional aftermarket gauges, including coolant temperature and oil pressure, are mounted underneath the dashboard. The odometer shows 6,440 miles, though the title reads mileage-exempt.

The power plant is a 260-horsepower 340 four-barrel V-8 with 365 lb-ft of torque. Playing a supporting role is a two-speed Super Turbine automatic.

The undercarriage features 3.73 gears, drum brakes, and an X-pipe dual exhaust system. According to the seller, it’s believed that the brakes and suspension were overhauled under prior ownership.

Only 3,692 1967 Buick GS 340 Sport Coupes were built. Not only is the object of our AutoHunter Spotlight a one-and-done version of the Gran Sport, but it also features several styling elements that were not shared with the GS 400, giving it a unique look. They used to call these “Junior Supercars,” a sub-genre of the segment, so you can see there’s several tempting aspects to this Buick. Tempted to bid? Don’t miss out as the auction ends on Monday, March 9, 2026, at 12:30 p.m. (MST).

Visit the AutoHunter listing for more information and a photo gallery

There are two things that people love to add to Jeeps: modifications and miles. That’s why many Wranglers you see for sale online have lifts, knobby aftermarket tires, and odometer readings past the 100,000-mile mark. But our Pick of the Day isn’t just any Wrangler: You can find this 30,000-mile 1999 Jeep Wrangler Sahara listed on ClassicCars.com by a dealer in Mesa, Arizona.

Introduced for the 1997 model year, the TJ generation of the Wrangler brought several important updates. The complete exterior overhaul had a touch of the CJ-7 including round headlights, which many considered an upgrade over the square units used for the first-generation Wrangler (aka “YJ”). According to Jeep, “Nearly 80 percent of the vehicle parts were newly designed.” The all-new interior offered standard dual front airbags, an extended center stack, easier access to the wider rear seat, and the option of four-wheel antilock brakes. Of course, Jeep also upgraded the off-road hardware. The new Quadra-Coil suspension improved the on-road ride quality, while increased axle articulation, more ground clearance, and better approach and departure angles made the TJ a more capable off-roader.

In addition to those changes, this 1999 Wrangler benefits from handsome colors and newer parts. The TJ Wrangler is on my list of dream Jeeps — every time I fantasize about having one and taking my son off-roading, I envision one just like this: Forest Green Pearl Coat over a Dark Green and Camel Trailcloth interior (green seats are so cool, like the ones in the ZJ Grand Cherokee Orvis edition). The tan hardtop may look stock, but it’s actually a Bestop unit with a front panel that can be removed to let in more of the sights, sounds, and sensations of nature. Fresh Cooper Discoverer AT3 XLT all-season tires are ready to help the Command-Trac part-time four-wheel drive system (with Dana 30 front and Dana 44 rear axles) do what it does best. The clean CARFAX report shows that the fuel level sending unit, fuel pump module, fuel pump, and radiator were replaced in 2021.

Aside from the aftermarket top, the only modification is the Bluetooth-compatible head unit with a CD player. Otherwise, everything is stock, including the shift knob for the five-speed manual gearbox.

With only 30,550 miles on its odometer, this 1999 Jeep Wrangler Sahara has decades of adventures ahead of it, especially since it has the Power Tech 4.0-liter I-6 under the hood, an engine known for its durability. You can decide whether those adventures will be on your favorite local trail or in the wilds of Alaska for the asking price of $29,500.

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