27th Annual Haltech World Cup Finals – Import vs. Domestic hosted at the Maryland International Raceway on November 1 – 5th bringing in 350 Heads-Up racers from over 10 different countries competing for over $200,000 in cash purse & awards in eleven different classes of competition. The classes are hosted by the top of the […]
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The Mitsubishi 3000GT was a winner from its 1991 debut. The top-of-the-line VR-4 variant was awarded the Motor Trend Import Car of the Year award for its head-turning style and high-performance technological advancements that included a twin-turbocharged V-6, all-wheel drive, four-wheel steering, electronically controlled fully independent suspension, and active aerodynamics. The automaker gave this model a facelift and more power for 1994, but the best was yet to come: the 1995 and 1996 3000GT Spyders were the first production retractable hard-top convertibles since Ford’s late-1950s Skyliner, and they kicked off a body-style trend that exploded in popularity over the next 20 years.
The naturally aspirated, front-wheel-drive 3000GT SL and forced-induction, all-wheel-drive VR-4 would get the open-top treatment, using a folding solid roof developed by the American Sunroof Corporation. The Mitsubishi 3000GT Spyder, whose attractive new roofline was penned in the company’s California design studio, was unveiled at the 1993 Tokyo Motor Show; production of both variants began in fall 1994.
Photo: Hemmings
The 3000GTs earmarked to become Spyders went down the Nagoya assembly line in Japan like their hatchback siblings but, anticipating the decapitation they’d receive in ASC’s Long Beach, California, plant, they got softer springs, A-pillar reinforcements, and plastic plugs closing off their quarter windows and hatch areas. At ASC, their interiors were largely stripped out before the roofs were carefully cut off. Sill-filling box-section braces, windshield cowl and header reinforcements, a rear shock-tower bulkhead brace, and other steel components were hand-welded in using precision jigs. All exposed metal was rustproofed, new wiring run, and the hard-roof mechanism fitted; it took around 12 hours to do the conversion.
The sleek, two-piece, sheet-molded compound roof –itself weighing 98 pounds– took orders from the Computerized-Convertible-Control (“C3”) 64k-memory computer that actuated four electric motors, four hydraulic pumps, and top cylinders with help from two counterbalancing coil springs. With the car stationary, you held a console-mounted button for about 35 seconds: the windows dropped and rear quarter glass tucked up into the top’s C-pillars, the decklid pivoted open from the rear, the top released from the windshield and folded in half before dropping into a deep well, and the decklid closed. To access the trunk, you pressed a second console button to power-raise the rear deck. There was space for cargo on a pressure-sensitive mat if the roof was up; it otherwise had to go in the rear-seat area.
Photo: Hemmings
The company hoped to sell 1,000 Spyders each year, but their price tags—roughly $113,955 (SL) and $125,330 (VR-4) in today’s money — made that goal challenging. Mitsubishi Motors North America reported production of 1,034 units: 368 SLs and 520 VR-4s for 1995, plus 62 SLs and 84 VR-4s built in 1996. Today these cars are supported by The 3000GT Spyder Registry (3000gtspyderregistry.com), which offers comprehensive historical documentation, production specs, and an online shop selling Spyder-specific parts. Spyders are already recognized as collectibles, and classic.com noted four recent auction sales at $40,000 or higher. As of this writing, there’s a 46,000-mile Spyder SL in Hemmings classifieds for $27,500; the red, 22,000-mile ’95 VR-4 in these photos ran through the Hemmings Auctions in June 2023 with a $46,000 reserve, but was withdrawn after a high bid of $45,049.
Engine: DOHC V-6, 181-cu.in./2,972-cc, multi-point fuel injection/twin intercooled turbochargers
Drivetrain:
Suspension:
Brakes: Four-wheel ventilated discs with ABS
Wheelbase: 97.2 inches
Curb weight: 3,781 / 4,123 pounds
Price new: $57,449 / $64,449
Value today: $10,000-$45,000
Porsche 912s are many things. Classically styled. True descendants of the 356. Well-balanced — the proverbial slow cars that are fun to drive fast. What Porsche 912s aren’t anymore is inexpensive. Twenty years ago, it was possible to pick up a nice, driver-quality example for less than $10,000. As of this writing, classic.com estimated an average value of nearly $52,000 for 1965-’68 short-wheelbase 912s coupes and more than $54,000 for the long-wheelbase ’69. Rarer cars with factory sunroofs, or Targas with soft rear windows, command higher sums and values rise sharply for well restored or excellent-condition examples — those can bring $70,000 to $100,000.
We’re not breaking any news here, of course. It’s more a case of feeling wistful over the missed opportunity to snap up one of these before the air-cooled 911 bubble came along and dragged 912 prices along for the ride. If there is a bright side to this, it’s that 912s are no longer seen as expendable — i.e. parts cars or prime candidates for 911 engine swaps. The higher price of admission has spawned enthusiasm for 912s based on their own merits. It’s also likely leading to more 912s being saved and restored rather than sold off in pieces. Buying a project 912 can be a slippery slope, however. Expect to pay 911-like restoration costs without the higher values when the work is finished.
The 912 was Stuttgart’s way of bridging the gap between the outgoing 356 and the all-new 911. In appearance and architecture, the 912 was the 911’s doppelgänger, but in place of the 911’s overhead-cam flat six, there was a 1.6-liter, pushrod, flat four, like the engine used in the 356 SC. The 912 had 90 hp on tap — 5 hp less than the outgoing SC — and the engine had to push around 2,100 pounds in the new car versus the 1,970-pound 356. So acceleration wasn’t exactly neck-snapping, but less power and weight also meant less of the 911’s snap oversteer to worry about if you suddenly lifted off the throttle in a turn.
Photo: David LaChance
And in the turns the 912 really shined. Its four-cylinder engine lent the car a favorable 45/55 front-to-rear weight distribution. The wheelbase was longer than the 356’s and the body structure was more rigid. The 912’s underpinnings were more modern than the 356’s too: MacPherson struts with lower A-arms and torsion bars up front and semi-trailing arms out back with torsion bars. For ’69 the wheelbase grew 2.4 inches by lengthening the rear trailing arms, making the car even more stable.
When new, the base price of a ’69 912 coupe was $5,235 (according to the 912registry.org). That was a lot of dough at the time, especially considering that a ’69 Corvette with a 300-hp 350 V-8 cost $4,781. But it was also uncomfortably close to the the $5,795 base price of the new entry-level 911T and this likely hurt 912 sales. With the 914 looming on the horizon, Porsche decided to discontinue the 912 after ’69. At the outset, the 912 was wildly popular, though. In ’66, for instance, Porsche sold more than 9,000 912s here compared to 3,700 911s.
A 912 would return for ’76 powered by the Volkswagen engine from the outgoing 914. Porsche made a little more than 2,000 of these 912Es for the U.S. market only — all coupes with fuel-injected 2-liter flat fours.
Interest in air-cooled Porsches doesn’t seem to be waning, even as a younger generation enters the hobby. The 912 might have also shed some of the stigma of being the 911’s kid brother, as air-cooled Porsches moved away from being daily drivers and track cars to being collector cars — not that owners of early Porsches shy away from driving their cars as Stuttgart intended. That said, now might be a good time to shop for a nice 912 before prices rise even higher.
NADA Average prices for a 1969 912 coupe. Add 10-20 percent for a Targa.
It’s not often that your first love lasts a lifetime, but the relationship between Ken Peters and his 1969 Ford Mustang is at 45 years and counting. Ken grew up during a time when muscle cars and pony cars were cheap. Fuel efficiency was all the rage during the late 1970s, so the gas guzzlers of the muscle car era popped up at used car dealerships with low price tags. Insurance premiums for high-performance cars and young drivers continued to rise, causing parents to shy away from introducing their children to the joys of a factory hot rod. Ken Peters was a lucky one — his dad spotted a clean, 37,000-mile Mustang at the local used car lot on his way to work. He and Ken met at the dealership after school, and they ultimately purchased the car for $1,100.
The date was May 15, 1978. It was just a regular Monday for most people, but it was a special day for Ken. His 16th birthday was approaching, and he just snagged a deal on a slick Mustang. The SportsRoof body made it look fast, even when it was sitting still. The car had some custom touches, including mag wheels and fat Goodyear Polyglas GT tires, and custom stripes that accentuated the body lines, calling attention to the quarter-panel scoops. It was a dream car for a high-school kid, and it lit a fire inside of Ken that still burns to this day.
Smithson Speed and Engineering worked out many of the details on the build, including repairing and preserving the 30-year-old black paint. RideTech suspension brings the ride height down a few inches, while the Magnum 500-styled American Racing wheels offer modern sizing with a vintage look. Photo: Tommy Lee Byrd
The Mustang remained unchanged for many years, which offered a nostalgic feeling, but the car was aging quickly. A complete restoration took place in 1993, going back to a more stock appearance with Magnum 500 wheels and an all-black paint job. Ken was happy with the fresh look, but as time wore on, age started creeping up on the restoration as well. While the car was still functional, Ken yearned for a more practical and fun combination, so he sent the car to a nearby shop, Smithson Speed and Engineering in Murfreesboro, Tennessee. Owner and operator Ben Smithson has been around hot rods and muscle cars his entire life, but the truth of the matter was that Ken has owned this Mustang longer than Ben has been alive. The age gap wasn’t an obstacle, as Ken trusted the judgment of the young hot-rodder to take his beloved Mustang and bring some excitement back into the relationship.
Smithson Speed and Engineering made a substantial parts list when the project started in May of 2022, with an understanding that it wouldn’t be a matter of simply bolting new parts in place of the old ones. While the car was apart, it received a tremendous amount of detail work in the engine bay and undercarriage, which makes this car look like a fresh build. The reality is that most of the paint on this car dates to the 1993 restoration. Ben and crew repaired a few paint imperfections and underlying rust issues, and ultimately re-sprayed the doors, roof and quarter panels with fresh clear coat to seal the repairs. From there, it was the daunting task of color sanding the fresh clear and the old clear, and then buffing the finishes until it all looked like it came out of the same paint bucket. The result is a mirror-like black finish. Upgraded lighting comes by way of Holley Retrobright LED headlights and Glass Guy Chicago handled the installation of the windshield and back glass.
The Windsor-based engine features a 4-inch bore and stroke, bringing it to 408 cubic inches. Blueprint Engines built the engine with aluminum heads and a hydraulic roller camshaft, while Smithson Speed and engineering added a Holley Sniper EFI system and backed it all up with a 4R70W overdrive transmission.Photo: Tommy Lee Byrd
“One of the hardest parts of the build was determining the wheel and tire size to go with the new stance, but I think we nailed it,” Ken says. “I love how it looks.” Stance can make or break a restomod build, and that’s where Ben’s experience came into play to dial in the proper ride height, using a complete suspension system from Ridetech. The front-suspension system included tubular control arms, adjustable coilovers and an anti-sway bar. Ben also installed Borgeson steering components to make the car react more quickly.
Out back, Ken’s Mustang features a 9-inch rear end from Speedway Motors, which is packed with 3.70:1 gears, Speedway axles and a limited slip differential. In place of the leaf springs is a four-link rear suspension system from Ridetech. This includes custom brackets, link bars and adjustable coilovers, allowing the ride height to be adjusted to Ken’s liking. In addition to the new handling characteristics, Ken has intense stopping power from Wilwood disc brakes on all four corners. With 13-inch rotors and a combination of six-piston front calipers and four-piston rear calipers, the new setup is a huge upgrade for drivability. The system is fed by a Wilwood Compact Tandem master cylinder and all new brake lines to complete the package.
Although the interior looks mostly stock, there are some hidden tricks, including Vintage Air heat and A/C, a custom stereo system and a Painless wiring harness to power it all. The upholstery was refurbished during the 1993 restoration and still looks great, so Ken kept it as is.Photo: Tommy Lee Byrd
Rolling stock is a big part of any custom build, and the combination on Ken’s Mustang is the perfect representation of a restomod build theme. The wheels are American Racing VN500 — an upsized version of the famous Magnum 500 wheels from yesteryear. The aluminum wheels have a polished finish with black details, and they’re sized at 17×7 inches up front and 17×9 inches in the rear, wrapped in Michelin rubber, sized at 225/45R17 and 275/40R17 respectively.
The horsepower department also received a big upgrade, by way of a BluePrint Engines stroker small block. The Windsor-based engine now comes in at 408 cu.in., thanks to a 4-inch stroker crankshaft. Forged I-beam connecting rods and forged pistons add durability, and a 9.8:1 compression ratio ensures that it will perform well on today’s pump gasoline. BluePrint aluminum cylinder heads feature 2.02- and 1.60-inch valves, and 190-cc intake runners to flow plenty of air. The hydraulic roller camshaft is ground on a 114-degree lobe separation angle and features .579-inch lift and a split duration of 236/248 degrees, measured at .050-inch lift.
New Vintage USA “67 Series” gauges provide information while keeping a vintage look.Photo: Tommy Lee Byrd
Up top is a Holley Sniper EFI system, fed by an in-tank fuel pump, while Holley Hyperspark ignition lights the fire. A set of Doug’s headers lead into a custom 2.5-inch stainless exhaust system, built by Smithson Speed and Engineering. The TIG-welded mandrel bent pipes feature an X-pipe and Magnaflow mufflers for a crisp exhaust note. Additional engine upgrades include a Vintage Air Front Runner serpentine accessory system and an aluminum radiator with dual electric fans from U.S. Radiator. While the engine was out, Smithson Speed and Engineering stripped the engine bay down to the metal and gave it a fresh coat of paint. Behind the 450-horse crate engine is a 4R70W overdrive automatic transmission from East Side Performance in Cookeville, Tennessee.
Although it looks like a stock 1969 Mustang inside, many hours were spent installing creature comforts, including a Vintage Air Surefit A/C and heat system, Dakota Digital cruise control, and a stereo system that consists of a Custom Autosound retro-look head unit with JL Audio amplifier, speakers and subwoofer. New Vintage USA gauges look great in the stock dash, and Smithson Speed and Engineering rewired the entire car with a Painless harness.
Photo: Tommy Lee Byrd
After a year of being combed through from front to back, this car has made its way back on the road. The black Mustang made its debut at the 2023 Goodguys Nashville Nationals, where it was awarded the Ford Muscle Pick. Although Ken didn’t build this car with the sole purpose of winning trophies at car shows, it was certainly a nice surprise on its first outing. Ken and his wife, Nish, plan to take the car on long trips to car shows and cross-country sightseeing. Now that it’s equipped with many modern details, it’s ready to keep the long-term relationship going for many years to come.
Ferrari and the NHTSA have issued a recall on the SF90 Stradale and SF90 Spider and urged owners not to drive their supercars.
The reason is due to turbocharger oil delivery pipes used on the SF90’s twin-turbocharged 4.0-liter V-8 that may have been manufactured with a notch or incorrect thickness. The defect could result in an oil leak that in turn could cause a fire.
The recall affects SF90s from the 2022-2024 model years, which equates to 614 vehicles in the U.S., according to the recall notice published on the NHTSA’s website on Oct. 17.
The remedy requires dealers to replace any defective turbocharger oil delivery pipes, a service that will be provided free of charge.
Owner notification letters are expected to be mailed out on Dec. 16, but anyone looking for further information can contact Ferrari at 1-201-816-2668 or the NHTSA at 1-888-327-4236 (reference recall campaign number 23V698000).
The SF90 has been around since 2019, but the issue was only detected by Ferrari in July following the pre-production review of a new model, likely to be the hardcore SF90 XX that was unveiled one month prior. The SF90 XX shares its twin-turbo 4.0-liter V-8 with other SF90 variants, although the XX version of the engine has been substantially upgraded.
This is actually the second recall for the SF90 this year. In March, a recall (NHTSA recall campaign number 23V136000) was issued for 13 examples built from the 2021-2023 model years due to airbags that could impact a child seat. So few cars were included because the recall only affected SF90s ordered with a specific seat.
This article was originally published by Motor Authority, an editorial partner of ClassicCars.com
Ford recently introduced the bonkers Mustang GTD, a $300,000 street-legal race car with an 800-horsepower supercharged V8, aerodynamic aids that are illegal in the series it will compete in and a completely redone chassis designed to give it the best lap times possible. This new super pony car is not the first time Ford has built a street-legal, track-focused Mustang.
In 1995, the blue oval gang introduced a limited-edition Mustang that required buyers to possess some type of racing license (road racing or drag racing—holding either got your hot Mustang ticket punched). Currently listed on Hemmings Auctions, this 1995 Ford Mustang SVT Cobra R was one of just 250 of these special Mustangs cooked up by the company’s Special Vehicle Team.
Ford introduced an all-new Mustang in 1994, the first major refresh since the 1979 debut of the Fox-body models. Based on the SN95 platform (a.k.a. Fox-4 for its evolution from the Fox platform), the new Mustang offered not only a 215-hp GT variant, but also a Cobra option, powered by the same 240-hp 5.0-liter V8 found in the ’93 Mustang Cobra. The gang at SVT decided that the new platform deserved a top-dog model that would prove the Mustang’s worth at the track.
Enter the Mustang SVT Cobra R for 1995. Based on the standard Cobra, the R ditched the 5.0 for an even more performance-oriented version of the 5.8-liter (351-cu.in.) Windsor V8 found in the contemporary Lightning pickup. Compression was bumped from 8.8:1 to over 9.1:1. A more aggressive camshaft and freer-breathing air-meter body boosted output from 240 horsepower and 325 lb-ft of torque in SVT’s truck to 300 horsepower and 365 lb-ft of torque, both figures representing the highest output small-block Mustang up to that point. The racier Cobra R achieved those power and torque figures at several hundred rpm higher than in the Lightning, a perfectly acceptable trade off in a car destined for track duty.
The Cobra R suspension was based on the standard Mustang and Cobra setup, but with specifications for better lap times, comfort be damned. Higher rate springs and adjustable Koni shocks were fitted, as was a fatter front anti-roll bar. A strut brace connecting the top of the front struts in the engine bay was added to stiffen the unibody structure. Brakes from the standard Cobra were deemed sufficient with 13-inch rotors up front and 11.65-inch rotors in the rear. Unique to the Cobra R were a set of 17-inch alloy wheels.
There were other modifications, such as the use of an exclusive fiberglass hood with a massive center bulge to clear the physically larger engine. A 20-gallon fuel tank (30% larger than the standard GT’s tank) was included as a consideration for the thirstiness of the larger-capacity V8 at the track. A beefier Tremec five-speed was used in place of the standard BorgWarner gearbox and the rear axle final-drive gearing was shorter at 3.27:1 in place of 3.08 gears.
A larger radiator was also installed in the engine bay, as were airbags for the driver and passenger given the car’s street-legal status, but lots of other bits were removed for weight reduction, including the rear seat, radio, air conditioning, power windows, power locks, power mirrors, the sound insulation and even the fog lamps, whose absence allowed for the ducting of cool air to the brakes. All 250 Cobra Rs produced were coupes finished in Crystal White. Inside, the interior was a bit jarring with the Saddle (tan) interior treatment, including big sections of the door interiors, the dashboard, the carpet and other trim all punctuated with black fabric seats.
Faster acceleration and faster lap times were both achieved with the Cobra R. Road tests of the day praised the overall fatter torque curve of the 5.8/351 V8 and the confidence that the suspension, brakes and tires all delivered. But despite Ford’s efforts to ensure that all the Cobra Rs produced would end up in the hands of racers who would put the cars through their paces as the engineers had intended, plenty of them did end up parked as collector cars.
All 250 cars were spoken for within five days of its January 2, 1995 on sale date. In the time before internet sales of such limited vehicles were measured in minutes or hours, the Cobra R was an instant success. The Cobra R carried a $37,099 sticker price from Ford, which included the regular SVT Cobra’s “standard vehicle price” of $21,300 plus $13,699 for the “R Competition Option” and a stout $2,100 gas guzzler tax.
Seemingly immediately, the speculators were out in full force, offering the limited-production high-performance cars at a significant premium over Ford’s already beefed-up price. Over the years, plenty of other Mustangs have bested the ’95 Cobra R in performance and power, but the appeal of this track-focused car with the last of the high-performance pushrod V8s is undeniable.
This 1995 Cobra R was apparently traded in by its original owner after just 300 miles due to the lack of air conditioning. From there, it was acquired by the seller’s brother and later the seller himself. With less than 5,700 miles showing on the odometer at the time of its listing, it remains a very low mileage example.
The seller shares that it has been used at a few track days at Watkins Glen International raceway in upstate New York. Modifications from stock include the installation of Recaro seats (a definite must from the stock Mustang chairs for track use), Simpson five-point harnesses, Baer brakes, a BBK exhaust and a different anti-roll bar. According to the seller, the car otherwise remains in stock condition.
At the very least, this track-focused Mustang did get used at the track. Fortunately, if you fancy yourself behind the wheel of this very limited production, high-performance Mustang with one of Ford’s most powerful small-block pushrod V8s, you no longer need a license. Head on over to Hemmings Auctions to find more detail on this 1995 Ford Mustang SVT Cobra C.
Custom cars are an embodiment of innovation and craftsmanship and the world of automotive design is unlike anything else. Chip Foose and Danny Koker are legends in the custom car business thanks to their TV shows showcasing their remarkable skills in resurrecting classic cars. But there’s a fascinating twist as even the most seasoned craftsmen can sometimes stumble. In the world of auto restoration, even legends like Foose and Koker have experienced moments when they got it wrong.
In this article, we’ll explore those instances where their expertise faltered and show that in the realm of car restoration, no one is infallible. So fasten your seatbelts and prepare to embark on a journey where we’ll reveal some of the lesser-known aspects of Foose and Koker’s careers that didn’t quite go as planned. It’s a reminder that even in the face of undeniable talent and experience, the road to perfection can be paved with its fair share of bumps and unexpected detours.
Jaguar designs of the past were some of the most iconic cars on the road. There was something about beautiful British designs that separated these cars from the rest of the world. It’s why classic car enthusiasts generally prefer old Jaguar cars to other international designs from the same period. So when Chip Foose designed a custom E-Type, it was a rather shocking design, to say the least. The car was designed for the SEMA show in Las Vegas and it wasn’t at all what the original car looked like (via Chip Foose).
The design was confusing with an odd mix of muscle car elements and classic car tie-ins. The Dayton-style rims and white wall tires just didn’t go well with the rest of the design. On the front of the car, you had a hood that was designed for a sports car and a shaved design that made the car look like a silver bullet. Nothing else made sense about this Jaguar, although it was well received at the SEMA show. Foose never designed a car like this again and there were good reasons for that.
The post Custom Cars That Chip Foose and Danny Koker Got Horribly Wrong appeared first on Motor Junkie.
By the 1970s, the original muscle car market in America was starting to slow down with rising environmental laws strangling the market. Interestingly enough, however, this was the time the Dodge Challenger was born. Dodge was a big player in the muscle car wars of the ’60s. But it never had a pony car model, like the Mustang, Camaro, or Barracuda. Their iconic line of Challengers quickly became just that.
It was a compact muscle car on an E-Body platform. The car boasted an exciting new design, a lineup of powerful engines, a great image, and strong performance. Even though it came out last, it was quickly a force in the segment. Unfortunately, the original Challenger was dead by 1975. Yet its legend never left muscle car fans. After a long wait, it was back in 2010. It remains one of the best cars in the segment since. Dodge will be discontinuing it again soon. So there’s no better time than rank all the greatest Challenger models in the storied history of the nameplate.
1970 featured several battles between car manufacturers in the Trans-Am Championship. At one point, almost all pony cars were included in the racing program. Mustangs, Camaros, Firebirds, Challengers, and Barracudas were chasing each other on tracks around America. To homologate Challengers for the Trans-Am, Dodge released a model called the 340 Six-Pack. It featured several modifications, a blacked-out hood, and a 340 V8 engine with 290 hp (via Motor Trend).
Experts said the car had close to 350 hp but it was rated less for insurance reasons. The Challenger 340 Six-Pack proved to be agile on the street. It could have been more successful on the race tracks. The 340 could accelerate to 60 mph in just 5.9 seconds with its four-speed manual transmission.
The post Ranking The Greatest Dodge Challengers As The Legend Fades Away appeared first on Motor Junkie.
In the summer of 2001, a high-octane action film hit theaters and changed the landscape of Hollywood cinema forever. “The Fast and the Furious,” directed by Rob Cohen, wasn’t just about thrilling car races and daring heists. It was a cultural phenomenon that introduced audiences to the roar of engines and the speed of the streets. At the heart of this adrenaline-fueled saga were not just its charismatic characters but also the charismatic vehicles they drove. The cars that were in the movie were modified to each of the owner’s tastes.
So we embarked on a nostalgic journey back to where it all began. These weren’t just ordinary cars. They were emblematic symbols of the underground racing culture, showcasing an array of makes and models. Even though some of these are common cars with the right modifications, they are completely different. Join us as we rev our engines and dive into the world of these great common cars that set the streets on fire and made cinematic history in “The Fast and the Furious.”
A car that was featured very briefly in the original movie, the 1970 Chevelle SS in the movie was smoked out with a slick primer paint job. Although the original film focused mainly on imports, it was the Chevelle SS that caught the attention of moviegoers. Driven by the main character Dominic Toretto, this was an in-between car with big power under the hood. Obviously, it wasn’t a bone stock restoration, this car was a street rod. The Chevelle SS was a rough-and-tumble hot rod even when it was brand-new, so it fit in the movie perfectly (via Fandom).
The cars that made the movie iconic were the Toyota Supra and the Mitsubishi Eclipse. But the Chevelle SS still had an important part. Car culture in general was cultivated around muscle cars like the Chevelle. You can’t get a full view of the car scene without vehicles like this. The muscle car era is responsible for birthing amazing movie franchises like ‘The Fast and The Furious.’ There have been plenty of car movies that featured the Chevelle SS and with good reason as it’s an iconic part of car culture.
The post Cars From ‘The Fast and The Furious’ Regular Drivers Can Actually Own appeared first on Motor Junkie.
This street rod was built under previous ownership using the body of a 1940s Ford pickup mounted to a modified Chevrolet S-10 chassis. Power is provided by a 350ci Vortec V8 mated to a three-speed TH350 automatic transmission and a Ford 9″ rear end with 2.73:1 gears. The truck is finished in two-tone burgundy and cream over beige upholstery, and additional equipment includes a wood-plank bed floor, 15″ steel wheels with chrome hubcaps, power-assisted front disc brakes, suspension lowering components, a performance camshaft, an Edelbrock carburetor and intake manifold, an HEI distributor, and an American Autowire wiring harness as well as a later-model bench seat, AutoMeter instrumentation, an Alpine head unit, and aftermarket speakers. This modified Ford pickup is now offered on dealer consignment with service records and a clean Michigan title in the current owner’s name listing the truck as a 1946 Ford.
The Ford pickup body was modified and mounted to a Chevrolet S-10 chassis during a build reportedly completed in 2015. It has been refinished in burgundy and cream, and it features a 1940-1941 Ford-style hood, grille, fenders, and headlights as well as a New Port Engineering windshield wiper assembly, replacement glass, dual side mirrors, running boards with stainless-steel trim, LED taillights, and a custom-made third brake light assembly mounted behind cut-out “Ford” script below the rear window. A crack is noted on the top of the cab along with flaking paint in the lower door jam area.
Painted 15″ steel wheels wear burgundy pinstriping and chrome hub caps, and are mounted with 215/70 front and 235/70 rear BFGoodrich Radial T/A tires. The Chevrolet S-10 brakes, suspension, and steering elements have been retained, and features include power-assisted front discs brakes and rear drums as well as 2″ front drop spindles, de-arched rear leaf springs, and power steering.
The drop-down tailgate opens to reveal a wood-plank bed floor with bright trim strips.
The interior is equipped with a later-model bench seat trimmed in beige upholstery with color-coordinated trim and carpets. Appointments include lap belts, hand-crank side windows, and a glove compartment, as well as a cabin heater, an Alpine head unit, and aftermarket speakers mounted below the dash.
A banjo-style steering wheel is mounted to a tilting steering column and fronts AutoMeter instrumentation that includes a 120-mph speedometer, a tachometer, and centrally positioned auxiliary gauges. The five-digit odometer shows 3,700 miles, less than 1k of which have been added by the current owner. True mileage is unknown.
The 350ci Vortec V8 is said to have been overhauled and features an aftermarket camshaft, an Edelbrock carburetor and aluminum intake manifold, an HEI distributor, and finned aluminum valve covers. Additional modifications to the truck include a replacement stainless-steel fuel tank, an aluminum radiator and coolant expansion tank, an electric fan, and an American Autowire wiring harness. An oil change was carried out in Spring 2023.
Power is sent to the rear wheels through a three-speed TH350 automatic transmission and a Ford 9″ rear end with 2.73:1 gears. The transmission is said to have been rebuilt, and a custom-made driveshaft was installed along with replacement yokes and universal joints. The fabricated dual exhaust system utilizes Flowmaster mufflers.
Service records and build documentation will accompany the truck.
The truck is titled with the VIN 99C811028, which is stamped on the firewall-mounted identification plate and consistent with a 1946 Ford Pickup. The Michigan title lists the truck as a 1946 Ford Pickup.