mod@tech

The 1980s saw the rise of the “mini truck” scene in a big way. Compact pickups became popular platforms for customization when it came to paint jobs, interiors, suspensions, and powertrains. Clubs sprouted up around the country to support the movement, and publications like Truckin’ magazine (which has been out of print since 2019) helped drive the movement. The Pick of the Day is a 1987 Chevrolet S-10 Sport pickup listed for sale on ClassicCars.com by a private seller in Fort Collins, Colorado.

“If you’re looking for a clean, original example of a classic American mini truck, this S-10 is worth a serious look,” the listing begins. “The truck has had just one owner since new—my father—a lifelong mechanic who always took meticulous care of his vehicles.”

The black and gray two-tone exterior is well-kept, and noteworthy features include body side moldings, a color-keyed grille, a camper shell, and a receiver hitch. The interior of the cab is unique in the sense that it is equipped with bucket seats and “TRUCK”-branded cloth upholstery with red accents. It is a sporty arrangement indeed, especially considering the vast majority of trucks during the 1980s had bench seats.

The S-10 compact pickup was officially launched in 1981 for the 1982 model year, and it served as a replacement for the Chevrolet LUV compact pickup, which had been imported from Isuzu and rebadged accordingly. The truck was available in regular-cab and extended-cab (or “Maxi-Cab”) variants. A Sport package was available for two-wheel-drive models. It came with power steering, heavy-duty front and rear shocks, and 15-inch Rally wheels.

A few different engines were offered on the S-10, and this one is powered by a 2.8-liter V6 mated to a four-speed manual transmission. The odometer shows 165,092 miles, and the listing says that the engine, clutch, and brakes are in strong working order. “Runs and drives extremely well,” the seller says. “It’s a solid, original survivor with a great history. These first-gen S-10s are getting harder to find in this kind of condition, especially with a manual transmission and the Sport trim.”

Included in the documentation is a certified appraisal dated September 1, 2025, which valued the truck at $12,000. The asking price is $12,500.

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

Three years ago, I spent a week driving the all-electric 2022 Hyundai Ioniq 5. It was a daring retro-futuristic design wrapped around an airy, spacious cabin and propelled by a powerful pair of electric motors. To make a long story short, I loved it. Would the thoroughly updated 2025 model be just as wonderful? There was only one way to find out.

Prices for the 2025 Ioniq 5 start at $42,600 for the entry-level SE Standard Range model and top out at $54,300 ⁠for the Limited with rear-wheel drive. My dual-motor Limited test vehicle came standard with HTRAC all-wheel drive, a V-shaped LED accent bar, 20-inch wheels, a large fixed glass roof panel with a retractable shade, a head-up display, heated and ventilated front seats, Bose audio, a 12.3-inch digital instrument cluster, a 12.3-inch infotainment touchscreen, and more. Adding carpeted floor mats and the $1,000 Gravity Gold Matte paint raised the total price to $60,785.

As part of the Ioniq 5’s mid-cycle refresh, Hyundai made comprehensive visual, technological, and powertrain changes. The immediately recognizable 8-bit exterior was not only updated with new bumpers, a rear wiper and washer, and fresh paint colors, but with structural enhancements to the doors, B-pillars, and body as well. Luckily, none of those alterations were too extreme – the Ioniq 5 is still as quirky and distinctive as before.

The cabin comes with new features that make it more convenient. In properly equipped models such as my Limited AWD test vehicle, the sliding center console now has a wireless phone charging pad as well as physical controls for the heated and ventilated front seats and the redesigned heated steering wheel. Too bad Hyundai didn’t use buttons and switches for the new HVAC controls, which are touch-sensitive and difficult to use on the fly.

Two of the most significant updates to the Ioniq 5 are the switch to higher-capacity lithium-ion battery packs and the standard NACS (North American Charging Standard) charging port, which enables the Ioniq 5 to use Tesla Supercharger stations. The Limited AWD has a 74-kW front and a 165-kW rear electric motor, which produce a total of 320 horsepower and 446 lb-ft of torque. According to the EPA, it’s capable of returning 98 MPGe combined. On a full charge, the Limited AWD can cover 269 miles, a slight increase from its previous range of 260. When connected to 250+kW power, the battery goes from 10 to 80 percent full in 20 minutes. Unfortunately, the Electrify America station closest to my house was much slower, taking the battery from 10 to 80 percent in 53 minutes. Let’s just say I spent a lot of time browsing the nearby Walmart’s Hot Wheels and Lego aisles that afternoon.

On the road, the Ioniq 5’s cabin was just as soothing and airy as it was in the 2022 model. Although the suspension had a touch of firmness, it didn’t detract from the serene driving experience. When I needed to pick up the pace, the dual motors carried me forward at a brisk pace. I quickly realized that when Hyundai developed the new Ioniq 5, it didn’t “fix” something that wasn’t broken in the first place.

To learn more about the 2025 Hyundai Ioniq 5 Limited AWD, check out my review video below.

Click above and watch our full video review on YouTube!

Are you a Mustang fan but feel you don’t measure up running against those widebody Dodge Challengers and Chargers? Do you feel that Ford fans have had sand kicked in their faces for too long, yet the Mustang GTD is sold out? You now have another widebody solution (and it doesn’t require you to send in a stamp to Charles Atlas) as Trick Rides has previewed its first widebody Mustang—not only is it a ’69, but it also is made completely out of carbon fiber.

Trick Rides has reimagined the 1969 Mustang “SportsRoof” engineered entirely in CAD with advanced 3D-scanning technology for “aerospace-level precision.” This interpretation of Ford’s pony car features “advanced aerodynamics” and panel fitment that would make a Lexus fan blush. Of course, carbon fiber weighs less, too.

This body will be the basis of “Scorched,” a custom 1969 Mustang created in collaboration with TMI Products. The latter company contributes with a custom interior that includes all-new high-back seating, German square-weave carpeting, custom-bade door panels, console, and Alcantara headliner—all made and installed in America!

“Our latest creation, ‘Scorched,’ represents a new era in muscle car engineering and design,” says Jason Engel, founder of Trick Rides. “Our goal was to push the boundaries of what a resto-mod could be by adding modern twists to a timeless classic. The result showcases what is possible when modern engineering meets iconic heritage.”

If you’re interested in buying your own Scorched, you can choose from several engine options: a VMP-supercharged 5.0-liter Coyote V8, 429 cubic-inch Kaase “Boss Nine,” or Ford Performance 427 cubic-inch V8, all featuring a custom exhaust system with Stainless Works headers and MagnaFlow mufflers. A TREMEC T-56 six-speed manual will make your left leg and right arm larger.

The chassis comes from the Roadster Shop and boasts a Fox coilover independent front suspension, parallel four-link rear, and oversized sway bars for increased stability. Three-piece Forgeline wheels are wrapped in Continental ExtremeContact Force tires, while brakes are custom six-piston Baer Brakes.

The first completed vehicle will make its official debut in the TMI booth (#24477) in Central Hall at the SEMA Show this November in Las Vegas. Yet you don’t have to wait several months to find out all about this special vehicle—simply visit the Trick Rides website to learn how you can buy one.

While it currently appears Consumer Guide loved the Plymouth Valiant and Dodge Dart the most among all the used cars from the 1970s, the Ford brand was preferred as a whole. Sure, Ford had its issues—especially with overstyled sedans in all classes, and being late to the downsizing party—but it seems build quality was higher and recalls were fewer.

Does that also hold true for Mercury?

Most models were shared together, so possibly. But we also know distinctions can exist depending on engines and options. Let’s take a look at Mercury, then you can compare the below ratings with those for Ford. Please note the CG rating scale of 5 being Excellent and 1 being Poor.

Mercury
“Lincoln-Mercury cars have set new standards for quiet operation and comfortable rides.”

• Bobcat: “With the smaller engine [four-cylinder versus the V6], Bobcat owners can have the power train that has the best overall repair record in the American subcompact class.” CG rating: 4
• Capri (Import): “Capri’s repair history has been precisely opposite that of the Pinto, despite identical components.” CG rating: 3-4
• Capri (Domestic): “Overall repair record for ’79 models slightly below average with standard four, dismal with V6.” CG rating: N/A
• Comet: “Dull but dependable, and a safe choice among compacts of the early ‘70s.” CG rating: 4
• Cougar: “Repair record average to slightly below average. Electrical, brake, and suspension crop up in [early cars]. The 1974 through 1976 Cougars have above average repair records. It appears the newer [1977] model is not holding up as well.” CG rating: 2
• Monterey/Marquis: “The cars have excellent service records and live up to their images of quiet and comfort … but Marquis is a leftover from an age that is about to pass.” CG rating: 2
• Monarch: “Like people, there are cars that make great first impressions, then quickly wear out their welcome. The Mercury Monarch is just such a car.” CG rating: 2
• Montego: “Overstyled, overweight mid-size car with too much thirst and too little practicality.” CG rating: 2-1
• Zephyr: “Sketchy frequency-of-repair data, but overall record is average so far with either four- or six-cylinder engine.” CG rating: 4-5