When director Richard Donner died in 2021, he left behind a legacy of beloved films that included “Superman,” “The Goonies,” and “Lethal Weapon.” He also left behind something automotive enthusiasts will remember: a collection of vintage cars, such as a 1965 Porsche 356 SC Cabriolet and 1955 Rolls-Royce Silver Dawn. Another vehicle from that assortment is our Pick of the Day: this 1949 Buick Roadmaster Estate Wagon that is listed on ClassicCars.com by a dealer in Concord, North Carolina.
Just like his movies, Donner’s cars are classics. As an American “woodie” wagon with a straight-eight under its hood, this Roadmaster is a great example. Just look at it—the chrome grille and bumpers, Buick’s soon-to-be-signature Ventiports, bright trim (but not too much!), and whitewall tires. The two-tone woodwork highlights the greenhouse and the graceful slant to the rear end, and makes it clear that this Buick came from an era in which woodies were made with trees, not vinyl panels.
Some vehicles are more visually striking on the outside than they are on the inside, but this Roadmaster is not one of them. The handsome maroon on the body extends to the dashboard, which houses gorgeous gauges with ribbed silver dials and gold numbers and markers, and the original push-button AM radio. There’s also more two-tone wood trim on the door panels; between those are two rows of bench seats that were reupholstered in a shade of tan vinyl that coordinates perfectly with its surroundings.
Even the cargo area is beautiful. When’s the last time you said that about a modern car? Everything there, from the back of the second-row bench to the load floor to the tailgate’s inner panel, is covered with wood panels connected by metal strips. And check out out those latches!
The long, domed hood covers a Fireball 320ci straight-eight that was factory-rated at 150 horsepower. A two-speed Dynaflow automatic channels the Fireball’s power through the rear end to get this classic cruising.
Aside from its looks, the beauty of this 1949 Buick Roadmaster Estate Wagon is that it’s a part of Richard Donner’s legacy that can be enjoyed by the driver, passengers, and even onlookers everywhere it goes—not just on a screen. You can make this piece of postwar automotive and Hollywood history yours for $81,995.
Ever hear of the Griffith? It was a TVR that received a Ford small-block transplant and performed like a Shelby Cobra. The Long Island-based operation handled the conversion of British-built TVR Granturas from 1964-67 until a dock strike crippled importation and, hence, the business. Yet so remarkable was the endeavor that TVR called a subsequent, Rover V8-powered model “Griffith.”
Image courtesy of Supercar Weekend
Today, we can mark the moment where both the manufacturer and the model will be making another stab at returning to the market, as Car and Driver reports that an infusion of cash from Charge Holdings is the impetus needed to bring the V8-powered TVR Griffith to production. Though the company (in one of several iterations) has not built a car since 2006, it most certainly had tried—in 2017, the TVR Griffith was unveiled at the Goodwood Revival, powered by a Ford Cosworth 5.0-liter V8.
Image courtesy of TVR
If 2017 seems like a long time ago, you wouldn’t be alone. Past . . . well, current plans call for a 500-horsepower Ford V8, though it’s worth noting that Charge Holdings used to own Charge Cars, a company that turned 1967 Mustangs into EV restomods (with blessing from Ford, no less).
Image courtesy of Supercar Weekend
If TVR can get itself off the ground, can we see an EV in TVR’s future? That seems to be the trend for future-thinking boutique manufacturers. However, oweHHhthis is not TVR’s first rodeo, so we expect the basics to fall into place first. For now, let’s celebrate the fact that a V8-based sports car may be what this world really needs.
It’s no mystery that SUVs are popular these days—just count how many you pass on the way out of your neighborhood. But over the past several years, a shift has taken place in that segment of the market, one influenced by American buyers’ love of adventure and off-roading. Not only has this benefited dedicated body-on-frame vehicles, but it has also left its mark on vehicles that were once strictly soft-roaders designed for gravel trails and the occasional patch of slippery terrain. That’s why you see Hyundai SUVs that look like Land Rovers and more “mall crawlers” with low-level off-road tech. And it explains the existence of the 2026 Honda Passport TrailSport Elite we recently tested.
A LONG PATH
You may remember the first two generations of the Honda Passport from the 1990s and early 2000s, when it was essentially a badge-engineered Isuzu Rodeo. After a long hiatus, Honda introduced a second-generation Passport for the 2019 model year. Three years later, Honda went into uncharted territory with the first-ever Passport TrailSport, which was “created for active buyers who thrive on adventure.” It came equipped with torque-vectoring i-VTM4 all-wheel drive and 8.1 inches of ground clearance but, otherwise, the TrailSport treatment was largely cosmetic. Fortunately, it was just the start of the path Honda was heading down. The automaker promised that “the off-road capability of the Passport TrailSport will increase further with possible future upgrades such as more aggressive tires and off-road tuned suspension.”
PASSPORT RENEWAL
That brings us to the 2026 Passport, which is all-new from the tires up to the stronger roof rails. It’s based on a significantly stiffer new chassis with a 2.7-inch longer wheelbase, and 1.3-inch wider (front) and 1.5-inch wider (rear) tracks. Everything around it is new as well, including the front suspension, multilink rear suspension, and larger disc brakes. The second-generation torque-vectoring i-VTM4 system’s rear drive unit has a 40 percent higher torque capacity and responds 30 percent faster. The boxy body covers a quieter, roomier cabin equipped with standard fatigue-reducing Body Stabilizing Seats in the first row, a 10.2-inch digital instrument cluster, 12.3-inch infotainment touchscreen with wireless Android Auto and Apple CarPlay, and wireless charging pad. Better camera and radar coverage, and new features (such as Traffic Jam Assist and a Traffic Sign Recognition System), join the Honda Sensing suite of safety and driver assistance technologies.
The all-new DOHC 3.5-liter V6 with higher-pressure direct fuel injection and Variable Cylinder Management generates 285 horsepower and 262 lb.-ft. of torque, making it the most powerful V6 Honda has ever offered in the U.S. Honda pairs that with the Passport’s first-ever 10-speed automatic.
There are three basic tiers to the Passport’s trim levels: RTL, TrailSport, and TrailSport Elite, but there are variations of each of those, including the RTL Towing and Blackout versions of all three. Prices start at $44,750*. Our TrailSport Elite had an MSRP of $52,450, which included the $455 TrailSport-exclusive Sunset Orange paint; total as-tested price was $54,355.
MORE THAN BADGES AND TRIM
Given that the 2026 Passport is based on unibody architecture and doesn’t have low-range four-wheel drive or a locking differential, it’s easy to assume that it’s a poser with its blockish bodywork, chunky rocker panel trim, and beefy tires. True, the Passport is no Jeep Wrangler, but it’s not supposed to be. Plus, there’s function to its form—and strategy behind it. Much of that strategy was focused on protecting the TrailSport from Mother Nature. Steel skid plates guard the oil pan, transmission, and gas tank. To keep the TrailSport from scraping its chin, Honda shortened the front overhang and increased the approach angle to 23 degrees. The breakover and departure angles are down slightly from the 2025 model’s figures (to 16.7 and 23.1 degrees, respectively), but engineers tucked the exhaust tips behind the rear bumper so they don’t get crunched on rocks. Honda even went as far as equipping the attractive two-tone wheels with sunken valve stems to prevent them from getting mangled and leaking air.
Protection is important, but so is progress. The TrailSport’s all-terrain rubber (275/60 General Grabbers) was a no-brainer. Reduced stabilizer bar rates boost the suspension’s articulation while the tuned dampers with lower compression and higher rebound damping strike a balance between pavement and trail performance. All Passports have i-VTM4 all-wheel drive, but only the TrailSport models have integrated “trail torque logic” for the rear end. In certain conditions, such as when one tire has grip and the other is in the air, the feature sends up to 75 percent of available power to the tire with the most traction and the remainder to the other tire so that full power can be applied immediately once both of them hook up with solid ground. If the going gets a little too rough, there are recovery points at the front—including one integrated into the engine/transmission skid plate—and rear.
INNER PEACE
The TrailSport’s cabin shows a similar level of focus. Trail, Sand, and Tow modes bring the total number of available drive modes to seven. Keeping an eye on the TrailSport Elite’s extremities is easier thanks to its standard TrailWatch camera system, which provides wide shots of the front and rear ends, a birds-eye perspective, and side views. Off-road gauges in the instrument cluster show the TrailSport’s elevation, and pitch and roll angles.
Luckily, that dedication didn’t come at the expense of comfort or convenience. The TrailSport Elite offered plenty to like in both rows of its Brown perforated leather seats. The design of the door panel trim looked straight out of a high-end furniture store. All the major controls were laid out well and easy to reach. The metallic knobs for the automatic climate control system looked as nice as they felt.
Accommodations in the second row were surprisingly generous. Headroom and legroom were plentiful. It was almost impossible not to dial in the perfect temperature because there were manual side sunshades, a dedicated climate zone, and heated outboard seats. Lowering the back row increased the TrailSport’s cargo capacity from 44 to 83.2 cubic feet—more than enough to carry a 51 x 17.5 x 29-inch chest of drawers to a Goodwill donation center.
LAID BACK
On the road, the TrailSport’s lack of body-on-frame construction and solid axles was its greatest advantage. Even with all-terrain tires and an off-road suspension, the TrailSport had a comfortable, floaty ride. The steering was similarly relaxed, going from feeling like it was in molasses to firm and heavy the more I turned the wheel. It was so easy to modulate the brakes that it was hard to discern the bite point in the pedal’s swing of travel.
The Passport’s V6 is based on a new block, topped with new cylinder heads, and filled with a new crankshaft and pistons. Despite those changes and its milestone output levels, the engine reminded me of the old V6 in the 2025 Ridgeline TrailSport we reviewed earlier this year. It never felt underpowered, but it didn’t feel all that enthusiastic, either—it was a bit sleepy. Fortunately, the 10-speed auto was relatively quick about jumping down a gear or two to wake it up, especially in its sport setting. Another plus was that the new engine lived up to its fuel economy ratings. Officially, it’s capable of returning 18 mpg in the city, 23 on the highway, and 20 combined—my colleague Luke Lamendola and I averaged 22.8 mpg over the course of 434.9 miles.
To learn even more about the 2026 Honda Passport TrailSport, check out Luke’s full video review below.
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This custom roadster is claimed to have started as a 1928 Model A Tudor sedan that was built around 10 years ago. The roof was removed and the windshield was cut down, and the shortened body was mounted on ’32 frame rails. The suspension features a dropped front end, body-color wishbones and ladder bars, and adjustable rear coilovers, and the Chevrolet 350ci V8 is linked to a three-speed automatic transmission. The car rides on staggered tires mounted on black-painted steelies, and it has headers, a dual exhaust system, front disc brakes, a banjo-style steering wheel, Classic Instruments gauges, and burgundy upholstery. Acquired by the selling dealer in 2025, this custom Model A is now offered in Delaware with spare parts, a car cover, and a clean Kentucky title.
The selling dealer believes the steel body was modified around 2015. The roof was chopped and the rear was shortened, and it is mounted on a ’32-style boxed frame.
The car rides on staggered tires mounted on black-painted 15″ wheels. The front end has a drop axle, body-color wishbones, hidden torsion bars, tube shocks, a Panhard bar, and discs, and out back are ladder bars and adjustable coilovers.
The contoured bench, side panels, and cabin surround have burgundy upholstery. A second seat for taller drivers is included.
A banjo-style wheel was fitted along with Classic Instruments gauges. The 17k miles indicated is believed to represent the distance driven since completion of the build.
The 350ci V8 has Flowtech headers linked to a dual exhaust system. The oil was changed in 2025.
The three-speed automatic transmission is linked to a Ford rear end.
The car is titled as a 1928 Ford A using VIN A594331.
This custom roadster was built at S&S Racing in Oklahoma City, Oklahoma, around 2018 using fabricated aluminum bodywork mounted to a steel Chevrolet frame. Power comes from a 305ci V8 linked to a TH350 three-speed automatic transmission, and the car rides on 15” Rally-style wheels with a front drop axle, rack-and-pinion steering, and front disc brakes. Inside, black upholstery is complemented by a Lokar shifter, an SWM touchscreen head unit, and a wood-rimmed steering wheel. Side exhaust pipes, an Edelbrock carburetor, and an aluminum radiator are among the other highlights. Acquired by the selling dealer in 2025, this hot rod is now offered at no reserve in Kansas with an Oklahoma title listing it as a 1933 ASVE.
The bodywork is constructed from aluminum sheet and mounted to a ‘33 Chevrolet frame. A warplane-style livery has been applied, and details include side exhaust pipes, dual roll hoops, and LED taillights.
Rally-style 15” wheels wear polished hubcaps and trim rings and are wrapped in Nexen whitewall tires. The front drop axle is linked to a Panhard bar, partially boxed ladder bars, and adjustable combination air spring and shocks, while the live rear axle is supported by parallel leaf springs. The car is equipped with rack-and-pinion steering, and braking is handled by front discs and rear drums with a Wilwood master cylinder.
The cockpit features individual seats trimmed in black, and color-coordinated carpets line the floor. A turn signal switch is mounted to the transmission tunnel, and a Lokar shifter has been installed along with an SWM X6 touchscreen head unit, which is connected to speakers behind the seats.
The wood-rimmed steering wheel sits ahead of white-dial instrumentation consisting of a 140-mph speedometer, a tachometer, and auxiliary gauges. The five-digit odometer shows 89 miles.
The 305ci Chevrolet V8 is equipped with an Edelbrock carburetor, an aluminum intake manifold, a finned air cleaner lid and valve covers, an aluminum radiator, and four-into-one headers.
Power is sent to the rear wheels through a TH350 three-speed automatic transmission and a ten-bolt rear end.
The vehicle is titled as a 1933 ASVE using the VIN OK0240910336, which appears on the identification plate shown above. The title carries a Classic notation.
Are you going to see “Wicked: For Good” once it comes to theaters on November 21? There’s a good chance the answer to that is “Yes!” If you’re not a fan of the original hit play, the 2024 movie, or any of the songs associated with the franchise, then your spouse or significant other probably is—and will drag you to the sequel with them. Lexus will be at the Lincoln Center for the Performing Arts in New York City for the green carpet premiere of the highly anticipated second (and final) installment in the Wicked film series with the Wicked: For Good Karaoke LX.
The 2024 film “Wicked,” a prequel to 1939’s “The Wizard of Oz,” told the story of how Elphaba, a young lady with off-putting emerald green skin (played by Cynthia Erivo), and the popular Galinda (later, Glinda, played by Ariana Grande), met at Shiz University in the Land of Oz. Originally enemies, they eventually become great friends. Elphaba makes a horrible discovery during an encounter with The Wizard of Oz (Jeff Goldblum) and Shiz’s Dean of Sorcery Studies, Madame Morrible (Michelle Yeoh), which causes her to flee Oz alone. Through Morrible’s use of propaganda, Elphaba is labeled the “Wicked Witch of the West.” The upcoming sequel is about Elphaba’s quest to show Oz the horrible truth about The Wizard, and Glinda’s efforts to “to serve as an effervescent comfort to Oz, reassuring the masses that all is well under the rule of The Wizard,” according to the movie’s official website. After a girl from Kansas comes crashing into Oz (care to guess her name?), an angry mob rises up against the Wicked Witch of the West, forcing Elphaba and Glinda to make important decisions for each other, themselves, and Oz.
Elphaba’s and Glinda’s respective personalities are clearly represented in the Karaoke’s LX’s two-tone color scheme of emerald green and pink. Both sides of the off-roader feature gold accents, which include the grille, symbols on the wrap, mirror caps, window trim, and door handles, as well as gold wheels.
Just like the exterior, the cabin is divided into green and pink halves—colors that were not only used for the mood lighting but also the upholstery, too. In the second row, right next to the screens that show “Wicked,” are two microphones (one green, the other pink, of course) that will allow premiere attendees to belt out their favorite songs from the movie.
If that goes anything like the film, some of those tunes will be sung as duets and some will be performed as duels.
Corvette enthusiasts have reason to celebrate. The Classic Corvette Dream Giveaway grand prize is nothing short of extraordinary. One fortunate entrant will take home a fully restored, big-block 1966 Corvette Sting Ray convertible—an automobile that represents the pinnacle of midyear Corvette collecting.
With just 19,607 original miles, this Corvette is one of the lowest-mileage examples known to exist. Its authenticity and restoration quality are confirmed by three separate NCRS Top Flight Awards, placing it firmly in the category of elite collector-grade automobiles.
This 1966 Sting Ray commands attention the moment it comes into view. Finished in Silver Pearl and restored to an exceptional standard, it is powered by a 427ci big-block V-8 rated at 425 horsepower. A Muncie 4-speed manual transmission and Positraction rear axle complete a driveline that defined American performance in the 1960s.
Key features include:
Side-exit exhaust delivering unmistakable big-block character
Auxiliary hardtop for an authentic period appearance
A restoration of such quality that it earned three NCRS Top Flight honors
Exceptional originality that collectors value above all else
Picture the scene: a warm evening, the convertible top folded neatly away, the 427 rumbling smoothly as you ease into the local cruise-in. Conversations stop. People turn. Cameras appear. The unmistakable silhouette of a midyear Sting Ray makes an entrance that few cars—regardless of age—can match.
For most collectors, moments like these remain a dream. Through this giveaway, they become a tangible possibility.
The grand-prize package also includes a made-in-the-USA Wildfire Lifts automotive lift. Built to exceed industry standards for strength, durability, and ease of use, it brings professional-grade capability to a home garage or private shop—an ideal companion for a classic like the ’66 Corvette.
To make the prize even more remarkable, the winner will also receive $24,000 to help cover federal prize taxes. It’s an opportunity designed for maximum enjoyment and minimal worry.
Enter Before This Classic Finds a New Home
Fully restored, ultra-low-mileage 1966 Corvette Sting Ray convertibles with triple NCRS Top Flight recognition rarely come to market. When they do, they command attention from collectors worldwide. In this case, one will go home with the person holding the lucky entry.
Anyone hoping to claim this iconic Corvette—and to support meaningful charitable causes in the process—should enter before this opportunity passes.
Right now on AutoHunter you can find this frame-off restored 1965 Chevrolet C10 Fleetside, which is powered by a new BluePrint Engines 383ci V8 mated to a TH350 three-speed automatic transmission. Features include power steering, power front disc brakes, new front-end suspension, and rear coilovers. Finished in light blue and white over a navy blue and gray vinyl interior, this custom C/K-series truck is now offered by the selling dealer in Missouri with a clear title.
During the restoration process, the truck was refinished in a combination of light blue for the body and bed, and white for the roof of the cab. Chrome bumpers, dual side mirrors, bright trim with white inserts, and white tailgate lettering add a mix of flourish and function. The floor of the bed is lined with varnished dark wood planks and stainless steel strips.
A set of 20-inch US Mags wheels with 245/45 (front) and 275/45 (rear) Road One Cavalry UHP radial tires give this classic Chevy a custom look.
Just like the exterior, the cabin was overhauled. Currently it has a bench seat covered in navy blue and gray vinyl with white piping, plus gray carpeting. There are plenty of conveniences as well, such as a tilt steering column, power steering, retro-look aftermarket AM/FM stereo with Bluetooth, and custom console with cup holders and built-in speakers.
There are also plenty of gauges, so you’ll know what’s going on under the hood. Instrumentation consists of a 100-mph speedometer plus gauges for the temperature, battery, oil pressure, and fuel level. Aftermarket readouts show the oil pressure, temperature, and voltage, too. The odometer indicates 18,257 miles.
According to the selling dealer, only 300 miles have been put on the new 383ci V8 crate engine from BluePrint Engines, which is covered by a 50,000-mile warranty. It comes equipped with chrome valve covers, a four-barrel carburetor, long-tube headers, and an aluminum radiator. A TH350 three-speed automatic with a sprag and shift kit delivers the engine’s power to the 10-bolt Positraction rear end.
Several upgrades were added during the restoration process are more difficult to see. The front suspension was completely rebuilt, and the rear suspension was updated to coilovers. The original front brakes were swapped out for power discs. To let out more of the 383’s sound, the builder of this truck installed a dual exhaust system with electric cutouts and outlets ahead of the rear wheels.
This 1965 Chevrolet C10 Fleetside is an attractive mix of old-school style and modern features. If you want to make it yours, place the winning bid before the auction ends on Tuesday, November 25, 2025, at 11:30 a.m. (MST).
In 1966, Ford Motor Company and the rest of General Motors had a dedicated performance model to compete with the Pontiac GTO. However, over at Highland Park, Dodge did not have a similar offering. If you were a Mopar fan and wanted to run with the pack, what would you choose? Our Pick of the Day answers that question. This 1966 Dodge Coronet 500 two-door hardtop is listed for sale on ClassicCars.com by a dealership in Marshall, Virginia.
It’s difficult to discuss the muscle car era without mentioning the 1964 Pontiac GTO, which is the godfather of it all. Oldsmobile responded quickly with the 4-4-2, though it was a 330ci performance car that simply was not in the same league as the Poncho. For 1965, Oldsmobile developed a 345-horsepower 400 for the 4-4-2, giving the GTO a more proper competitor. The same year, Buick introduced the Gran Sport for the Skylark, which included a 325-horsepower 401 “Nailhead.” And, lastly, Chevrolet also introduced the mid-year Z16 Chevelle SS, which included a unique L37 396. However, it was a limited-production vehicle developed to showcase the all-new 396, with Chevrolet not introducing a regular-production Chevelle SS 396 until 1966.
Over in Dearborn, Ford introduced the flashy Fairlane GT, which included a 335-horsepower 390 and the option of a console-mounted automatic that could be shifted manually while maintaining a particular gear. Over at Mercury, there were two Cyclone models, but only the Cyclone GT carried the suds with the hot 390, plus it was chosen to pace the Indianapolis 500 in 1966.
The Chrysler Corporation did not quite understand the performance market as it was, instead doing things the old way: offer a regular model with the option of a big engine. For Mopar enthusiasts who leaned towards Dodge, there was the Charger or Coronet. The latter was available in several trim levels, from the fleet-friendly base Coronet, Coronet Deluxe, and Coronet 440 to the fancy Coronet 500, giving performance fans a choice that was contrary to the GTO and most of its competitors, which were upscale models with the most deluxe trimmings. With respect to Dodge, the Coronet 500 played that role, as the two-door hardtop and convertible were offered with standard bucket seats and a console. Outside, four distinctive diecast louvers decorated the rear fenders, simulating air intakes, and there was a host of chrome around the wheel wells and elsewhere.
The first engine that helped the Coronet compete with the GTO was the 383 four-barrel. In 1966, it was rated at 325 horsepower, which was 10 horsepower less than the GTO’s standard 389 four-barrel. A four-speed or TorqueFlite automatic was the only choice. If an enthusiast wanted more suds, (s)he’d have to make a big jump to the 426 Hemi, which made its debut as a street engine for 1966. Though Dodge offered an in-between engine, the 440, it was only available on the full-size C-body platform.
Chrysler finally followed the proper formula for 1967 with the introduction of the Dodge Coronet R/T (and its cousin, the Plymouth GTX). Chrysler wised up and included a standard 440 as well. And the lowly 383? For 1968, it received some upgrades that added five horsepower in 1968, but a special mid-year model called the Super Bee added another five to that . . . but that’s another story for another day.
This Medium Blue metallic 1966 Dodge Coronet 500 two-door hardtop appears to be one of those GTO competitors, even though it looks quite nondescript in comparison. Peek inside and you’ll find a console-shifted four-speed tied to the 383 four-barrel. Not much info is given in the ad, but I spy a blue interior, remote driver-side mirror, AM radio with rear-seat speaker, tinted windshield, inside mirror, front and rear retractable seatbelts, undercoating, and later Magnum 500 wheels. The pics show this car has been treated right; while I don’t know enough to say it looks correct under the hood, it certainly does look proper.
If you need a nudge, it’s worth pointing out that this Dodge remained in the hands of the original owner through 2018. It certainly is the perfect antidote for GTO fever. Say…maybe that’s where the Dodge Fever marketing campaign came from back in the day. For $69,500, you can catch it.
This 1941 Plymouth PT-125 pickup was refurbished and modified by its prior owner between 2004 and 2006. Power comes from a 240ci flathead inline-six with an Edgy finned-aluminum cylinder head, an Offenhauser intake manifold, dual Speedway Motors 9 Super 7 carburetors, Fenton headers, Smithy’s glasspack mufflers, a 12-volt electrical system, and electronic ignition. A 700R4 four-speed automatic transmission was installed more recently, and it is linked to an 8.75” rear end. The truck is finished in matte gray with hand-painted pinstriping and lettering, and the interior features two-tone upholstery, a billet steering wheel, and a Sun tachometer. Other highlights include a louvered hood, a Nostalgia Sid’s 3”-drop front axle, red-painted 16″ steel wheels, and front disc brakes. Acquired by the current owner in 2021, this modified Plymouth truck is now offered on dealer consignment with a workshop manual, manufacturer’s literature, service records, and a clean Idaho title in the seller’s name.
Louvered hood panels and cowl-mounted spotlights were installed before the body was refinished in Standox matte gray, and hand-laid pinstriping and lettering were added. Details include a split windshield, a single windshield wiper, a cowl vent, a center high-mounted brake light below the rear window, visored headlights and turn signals, round side mirrors, and stacked taillights. A hole in the left-rear fender and areas of bubbling paint on the tailgate are shown up close in the image gallery below.
Red bedliner material was applied to the inner surfaces of the cargo bed, and a Coca-Cola cooler serves as the battery box.
Red-finished 16” steel wheels wear chrome trim rings and are wrapped in 235/70 Coker American Classic whitewall tires. The front suspension was modified with a Nostalgia Sid’s 3”-drop front axle and disc brakes, and the kingpins were replaced. The rear drum brakes were also refreshed during the build.
The interior surfaces of the cab are painted and upholstered in red, and the seats and door panels have black inserts. Pinstriping accents the dashboard fascia, door frames, and jambs. Rubber mats line the floor, and six-sided-die-themed details have been added. The interior also houses a Mopar heater, a dome light, and sun visors.
The billet steering wheel has a brodie knob and is attached to a tilting column. Instrumentation consists of a dash-mounted Sun tachometer as well as an 80-mph speedometer flanked by auxiliary gauges. The five-digit odometer shows 6k miles, which reflects the distance accumulated since completion of the refurbishment. Approximately 300 miles have been added under current ownership, and true chassis mileage is unknown.
The flathead inline-six is said to have originated in a 1947 Plymouth and now displaces 240ci. The engine is equipped with an Edgy finned-aluminum cylinder head, an Offenhauser intake manifold, and dual Speedway Motors 9 Super 7 two-barrel carburetors with a cable-actuated throttle assembly. Fenton headers flow into an aluminized steel dual exhaust system with Smithy’s glasspack mufflers and polished clamshell tips. The electrical system has been converted to 12-volt operation, and an electronic-ignition conversion and an alternator have been adapted. The oil was changed most recently in 2020, and the valve-cover gaskets and the battery were replaced around the same time, the seller tells us.
The 700R4 four-speed automatic transmission was installed in 2016 using a Wilcap Company adapter, and it sends power to the rear wheels through an 8.75” rear end with 3.92:1 gearing.
The truck is titled as a 1941 Plymouth using the VIN ANA8963CAL, which appears on the identification plaque shown above.
Handwritten notes and recent service records will accompany the truck along with a workshop manual and literature that can be viewed in the gallery.
