After a decades-long hiatus, the Pontiac GTO finally returned to the market as a 2004 model. The following year was even better because Pontiac gave its Holden Monaro-based performance car more aggressive styling, a revised interior, beefier components, and—most importantly—an LS2 6.0-liter V8 with 400 horsepower and 400 lb-ft of torque. Unfortunately, 2006 was the final model year for the GTO. Luckily, someone preserved this low-mileage, 6-speed 2005 GTO, which ClassicCars TV caught at the Barrett-Jackson 2025 Palm Beach Auction.
Today’s AutoHunter Spotlight is focused on this 1965 Oldsmobile Cutlass convertible. It’s easy to think of the Cutlass as a bread-and-butter model in Oldsmobile’s portfolio, but in 1965, the Cutlass was Oldsmobile’s sporty bucket-seat mid-sizer. Additionally, it featured a standard 315-horsepower 330—that’s junior supercar material! This convertible’s power is harnessed by a two-speed Jetaway automatic transmission. Other features include power steering, power drum brakes, two-speed wipers, backup lamps, and more. Painted Almond Beige with a White convertible top and a brown interior, this ragtop from the Rocket Division comes with the original bill of sale and window sticker, three manuals, service records dating back to 1971, and a clear title.
The Almond Beige paint—the original hue—was applied in 1976; the same goes for the installation of the power-operated White convertible top. Other exterior features include chrome longitudinal moldings, wheel opening moldings, a chrome taillight panel, backup lamps, a power-operated rear antenna, a driver-side chrome mirror, and more. A set of 14-inch steel wheels with Deluxe wheel covers are wrapped in 215/75 Coker Classic redlines.
The seats have been reupholstered in brown vinyl, which replaces the original Fawn. There’s no optional console between the bucket seats, so the transmission shifter is on the column. Tunes come from an original push-button AM radio, though a Pioneer cassette player and aftermarket door speakers were added in the past. The Deluxe steering wheel features power assist.
The instrument panel features a 120-mph speedometer, fuel gauge, and clock. An Auto Gage gauge cluster is mounted underneath the dashboard and displays the oil pressure, voltage, and water temperature. The odometer reads 93,090 miles, which is believed to be original, though the title reads mileage-exempt.
The Ultra High Compression 330 small-block V8 features a four-barrel carburetor and 10.25:1 compression. It is backed by a two-speed Jetaway automatic transmission.
The undercarriage features power drum brakes, with the rear units replaced in 2020. A single exhaust system routes emissions to the right side of the tail.
This 1965 Oldsmobile Cutlass convertible has a lot going for it: classic 1960s looks, an unexpected horsepower kick, and a top that folds so you can enjoy some rays. Summer’s not yet over, so be sure to note the conclusion of this auction—Wednesday, September 10, 2025, at 12:30 p.m. (PDT)—because if you miss this, then you won’t max out your sunny enjoyment in 2025.
I’ll admit that I was afraid of being judged when I approached the woman from the town DPW to ask about the disposal of waste motor oil. After all, the apartment complex where we’d been living for the past three years wouldn’t allow me to put a wrench on my car for any reason, including the replacement of its oil and filter. What kind of reception would I get in our new town?
“Oh, we love people who change their own oil!” She assured me. She explained that the DPW garage is licensed to burn used motor oil in its heating system, which meant that every quart I threw away was a quart of heating oil the town didn’t have to buy. Makes sense—even if I had been hoping that she’d tell me that what the DPW admired was my gritty, do-it-yourself approach to automotive maintenance.
(By the way, if you’re wondering how many car owners do change their own oil, the answer, according to a 2024 MarketWatch survey I recently read, is 44 percent. Among baby boomers like me, it’s just 17 percent, with Gen Z leading the way at 55 percent.)
This getting-to-know-the-neighbors thing is a delicate dance, and I wanted to make sure that I got off on the right foot with my first oil change at our new house. It really wouldn’t do to have the neighborhood kids riding their bikes through puddles of dirty oil in the street or learning new and colorful expressions from me as one thing or another went sideways. So, here’s how I approached the whole operation.
The first step was to go to the nearest auto parts supplier, which happens to be an O’Reilly, to buy a 5-quart jug of oil and an oil filter for my 1992 Mazda Miata. I’d kept all my tools when we moved from our old house into our apartment three years earlier, but I’d gotten rid of my old funnels and drain pan, and so I had to buy replacements for those, too. David, the O’Reilly counter worker, helped me choose among the half-dozen or so brands of filter, and I grabbed a jug of Castrol, figuring that its British heritage made it a good choice for a Miata, the most British of Japanese roadsters.
Back home, I got the car up on the ramps and dug out the owner’s manual to read the oil-change instructions. This was my first time changing the oil in this car, which I’d bought while we were living at the apartment, and I wanted to make sure I didn’t make some boneheaded move, like draining the gearbox instead of the sump.
The underside of the Miata turned out to be an easy place to work. I dragged out a big piece of cardboard to prevent spills from getting too far, removed the oil filler cap, and got my drain pan in place before addressing the 19-mm drain plug, which came loose without a fight. As always, hot, dirty oil streamed down my arm and inside my sleeve as I fumbled with the plug.
This, naturally, was when I remembered that I’d left my roll of paper towels inside the garage. I retrieved them while doing my best to avoid contaminating my workspace with old oil, and gave the drain plug a cleaning.
I’d never laid eyes on the oil filter before, and reading the manual, I now understood why: It’s buried underneath the intake manifold on the passenger side, near the starter motor. The manual said it could be removed from above or below. I went at it from above, working my hand around various components to get to the filter. Fortunately, the technician at the last drive-through oil change place I’d used hadn’t overtightened it, and I was able to unscrew it without resorting to tools. I did the future me a favor by hand-tightening the new filter.
One trick I’d learned a while back was to set the drain plug on the cap of the oil jug, to reduce the chances of pouring all that nice, fresh oil through the engine and directly onto the driveway. I snugged the drain plug, broke out my new funnel, and poured 3.6 quarts of fresh Castrol into the engine. I don’t know why, but I find this step one of the most satisfying bits of automotive maintenance. A check of the dipstick, a test-drive around the neighborhood, and the job was done for another 3,000 miles.
Ideally, the used oil goes into the empty jug, but it couldn’t in this case, because there was still more than a quart of the new 10W-30 in there. I’ll have to find some other suitable container for that and then pour the contents of the drain pan into the jug, using the same funnel-and-cardboard approach that worked so well in the driveway.
Then, I’ll drop off my container of used oil at the town garage. I don’t expect the DPW workers to applaud, but I can’t say that it wouldn’t be a nice gesture.
There’s no shortage of praise for Ford‘sNavistar T444E-based PowerStroke 7.3-liter turbodiesel V8, which was produced from 1994 until 2003—people love it for its simplicity and durability. However, those strengths mean that most F-250s, F-350s, and Excursions powered by this diesel typically have 200,000-plus miles on them. However, our Pick of the Day has a far lower number on its odometer. You can find this 1996 Ford F-250 XLT SuperCab 4X4 on ClassicCars.com listed by a dealer in Olathe, Kansas.
Growing up, my best friend Jake’s parents had PowerStroke F-Series trucks: His mom drove an OBS (Old Body Style) ’96 F-350 dually and his dad used an ’01 F-350 Super Duty dually for his construction business. The pair reliably racked up hundreds of thousands of miles. I’ve been wanting to profile an OBS PowerStroke truck for a while, but it’s not easy to find one that’s been driven sparingly. Luckily, I came across this unicorn of an F-250. As time went on, the PowerStroke V8 evolved and grew more powerful. By 1996, its output had increased from the 1994 levels of 190 horsepower at 3,000 rpm and 395 lb-ft of torque at 1,400 rpm to 210 horsepower at 3,000 rpm and 425 lb-ft at 2,000 rpm. Properly equipped, a ’96 F-250 SuperCab 4X4 with the eight-foot bed could haul 3,540 pounds of payload and – with an E4OD four-speed automatic and a 3.55 rear end like this truck has – tow up to 9,800 pounds.
But this F-250 has more going for it than just its engine. One of its most important figures is its mileage. Somehow, this truck has accrued only 75,995 miles and managed to keep accidents off its CARFAX report.
The color scheme of Light Saddle Metallic and Oxford White is another plus, bringing to mind a cloudy day in a western desert. A color-coordinated Lund windshield visor and matching running boards are as visually ’90s as the truck itself.
The interior has aged well. There don’t seem to be any rips or tears in the tan cloth seats and the carpeting is in good shape. Conveniences include power windows and locks, a tilt steering column, the factory AM/FM/cassette radio, air conditioning, and a center console with covered storage and a pair of cup holders.
This 1996 Ford F-250 XLT SuperCab 4X4 has a lot of life left in it. For $39,995, you can decide if you’re going to use that to carry around your family and friends, haul and tow heavy loads, go off-road, or a little of everything.
In the 1990s, several production cars were designed for everyday use, yet they unexpectedly transformed into celebrated platforms for tuning enthusiasts. These vehicles, initially modest in performance and appearance, gained worldwide fame in car culture due to their adaptability and the creativity of the tuning community. Their journey from standard models to tuner legends highlights the dynamic relationship between manufacturers and aftermarket innovators. For more insights into this phenomenon, you can refer to articles like “10 Cars From The ’90s That Became Tuning Icons” and “The best JDM cars of the 90s”.
No matter how many books or videos are published on automotive history, there are still so many things that we don’t know. The answers to countless questions that start with the words “What if” are particularly elusive because time has never given us a chance to learn them. What if Pontiac kept making cars? What if Chrysler never hired Lee Iacocca? We’ll never know. Fortunately, we have an idea of what a Cord would have looked like had the company stayed in business past 1937 because the Auburn Cord Duesenberg Automobile Museum now has an “814” Cabriolet prototype as one of its exhibits.
Visually and mechanically, the 1936 Cord 810 (and the subsequent 1937 Cord 812) was a distinctive car in its time. Instead of an exposed, upright radiator shell, it had a “coffin nose” hood that covered its radiator. Hand cranks on the dashboard opened the covers for the concealed headlights. In an era in which rear-wheel drive was the norm, the 810 sent power from its Lycoming V8 to its front wheels. Even shifting in the 810/812 was different because a small key-like lever controlled the four-speed pre-selector gearbox. As beautiful and unusual as the designs for the 810 and 812 sedans and convertibles were, they didn’t last long. Neither did Cord as a whole—by 1937, it closed down.
What if Cord kept going? Well, it may not have made it to today, but we at least have an idea of the potential changes in store for the 1938 version of the 812. In keeping with Cord’s naming convention, this cabriolet prototype is unofficially known as the “814.” Designer Alex Tremulis (who contributed to the designs of its predecessors), subtly updated the styling. He smoothed out the hump over the front-mounted transmission. If you look at the louvers below the hood, you’ll see there’s a slight rake to them, giving the 814 an even more dramatic and distinctive appearance. (Too bad there aren’t any side exhaust pipes snaking out of the engine bay.)
Given Cord’s short life span, it’s amazing this prototype was made in the first place. What’s even more astonishing is that this 1-of-1 beauty still exists. We can thank Alvin Sikora and his family for rescuing it and restoring it to “flawless, 100-point condition.” If you happen to be in or around Auburn, Indiana, you can see this piece of history at the Auburn Cord Duesenberg Automobile Museum. There’s also a video of the “814” being moved into its exhibit space on the museum’s Instagram page.
Low, sleek and dressed in black. Some cars announce themselves with bright paint or loud stripes, but this custom 1970 Chevrolet Chevelle doesn’t need flash to make its presence known. One glance at its lowered stance and shadowy profile tells you everything: this machine means business. It’s a predator in sheet metal, patiently waiting for its chance to strike.
The Chevelle has always been one of the kings of the muscle car era. Back in 1970, the SS 454 ruled American streets, its thundering big-block cementing its place in history. But what you see here is an award-winning car that has been transformed over the course of a three-year rotisserie restoration into something far more sinister than Chevrolet ever imagined.
Pop the hood, and the scene shifts from classic nostalgia to pure modern muscle. Gone is the carbureted big-block you might expect; in its place sits an all-aluminum LS3 V8, its polished hardware gleaming against the blacked-out bay. Feeding the beast are twin 67mm ball-bearing turbochargers, while a custom 3-inch exhaust with electric cutouts handles the exit strategy. Power is channeled through a Viper-spec Tremec T56 6-speed manual transmission, putting three pedals at the driver’s feet and a firm shifter in hand to command the power. At the back, a stout Ford 9-inch rear end makes sure all that muscle hits the pavement.
Of course, raw power is useless without control, and this Chevelle was engineered to handle as sharply as it looks. A custom G-Comp chassis lies beneath, outfitted with C7 Corvette suspension geometry that gives the car agility no muscle car of its era ever dreamed of while adjustable coilovers allow for fine tuning. Press the throttle and those massive 335-series rear tires come to life, clawing the pavement from inside mini-tubbed wheel wells. Behind the custom two-piece billet wheels (19 inches up front and 20 out back) hide Wilwood 14-inch discs with 6-piston calipers, ready to bring this Chevelle to a stop from any speed.
Walk around the car and the subtleties begin to appear. Flush-mounted glass eliminates any hint of factory chrome trim. The drip rails are shaved, the marker lights gone. Bumpers have been tucked in tight, following the body like a tailored suit. Even the exhaust tips are frenched, a final touch that keeps the look clean and purposeful. There’s nothing unnecessary here, every modification sharpens the Chevelle’s already aggressive silhouette.
But the real artistry is in the details most will never see. The engine and transmission are painted to match the silver SS stripes. Underneath, the chassis of the car is finished with show-quality basecoat/ clearcoat paint. Stainless-steel fuel and brake lines shine under LED accent lighting.
Slip inside and the atmosphere shifts from menace to purposeful beauty. The interior is fully bespoke, featuring a custom dashboard, console and door panels made from hand-laid fiberglass, all wrapped in supple black leather with red stitching, echoing the SS seats. Dakota Digital gauges glow with modern precision, while a push-button start summons the monster within with a single press. Vintage Air keeps the cabin civilized, even if what’s happening under the hood is anything but. Power windows and perfectly sculpted surfaces make the cockpit feel more like a high-end concept car than an old-school muscle machine.
Fire it up and this 1970 Chevelle growls low, the exhaust note sharpened by the hint of the twin turbos spooling. It’s a sound that turns heads before the car even moves, a warning that something powerful is near. Offered with No Reserve at the 2025 Scottsdale Fall Auction, this Chevelle has a presence that proves sinister can also be beautiful.
Right now on AutoHunter, you can find this 1965 Ford Mustang Convertible, which has been owned by the same family since the 1960s. It’s powered by a 200ci I6 paired with a three-speed manual gearbox. Finished in Rangoon Red and equipped with a beige convertible top over a Parchment vinyl interior, this first-generation Mustang drop-top is now offered by the selling dealer in Oregon with documentation and a clear title.
The Rangoon Red body is accented with chrome bumpers and bright trim and badging. Exterior features include dual side mirrors, center-mounted rear gas cap, and single exhaust outlet. A beige manual convertible top with a plastic rear window covers the passenger compartment. In better weather, it can be folded and stored under a beige vinyl top boot.
This pony car gallops down the road on a set of 13-inch wheels that have full covers with knock-off-style center caps. Those wheels are surrounded by whitewall radials; behind them are manual drum brakes.
The original white vinyl upholstery on the front bucket and rear bench seats was replaced with Parchment vinyl. Interior features include red carpeting and lap belts, a factory AM radio, and floor-mounted manual shifter.
Instrumentation consists of a 120-mph speedometer and gauges for the fuel level and temperature. The odometer shows 77,051 miles, but this vehicle’s title indicates that it is mileage-exempt.
Under the hood, there’s a 200ci I6. Running 9.2:1 compression and equipped with a single-barrel carburetor, it was factory-rated at 120 horsepower. The engine delivers its output to the street through a three-speed manual transmission.
Whether you want this 1965 Ford Mustang Convertible for its attractive color combination or because you’re looking for your first classic car, you have to bid on it. Be sure to do that before the auction ends on Thursday, September 11, 2025, at 12:00 p.m. PDT.
When checking the main bearing clearance on any engine that mounts the oil pump to the Number 5 main cap like a small- or big-block Chevy, you should always torque the main cap bolts first then torque the oil pump to the main cap before checking the actual clearance. Adding the oil pump will distort the cap slightly which will alter the clearance. We’ve seen this torque change the clearance 0.0005-inch or more.
A shortcut to help with this process is to modify an old oil pump using only the mounting boss as shown in the photo. This abbreviated part of the pump will simulate the entire pump installed which allows the engine builder to ensure the main bearing clearance is accurate.
No, not every classic Caddy is an Eldorado or a de Ville! It seems many online folks think those were the only two models available in the 1950s, but there was so much more. Our Pick of the Day was one of the more prestigious Cadillacs, and has a strong lineage as such. This 1956 Cadillac Fleetwood Sixty Special is listed for sale on ClassicCars.com by a dealership in Phoenix.
When you look at Cadillac’s pre-war portfolio, you’ll see all models were part of a series designated by numbers. For example, the 1938 Cadillac model line included the Series Sixty, Series Sixty-Five, Series Seventy-Five, and Series Ninety, the last of which was powered by a V16 instead of a V8. Each series was defined by wheelbase as well, with the Series 75 and 90 sharing the same 141.25-inch length.
In the case of the Series Sixty, it was Cadillac’s entry-level model for some years, though the Sixty Special was an upscale variation that initially was created to play the role of a LaSalle Sport Sedan. However, when it was introduced in 1938, the Sixty Special appeared as a Cadillac. The Series Sixty Special was different from all other Cadillacs, thanks to slim pillars, tasteful touches, and no running boards, making other cars look old-fashioned.
Cadillac changed the direction of the Fleetwood Sixty Special starting in 1942 (having used the Fleetwood name since 1940), as it became a premium four-door with a limousine-length wheelbase and more ornamentation than lesser Cadillacs, especially decorative chrome louvers on the C-pillars or rear fenders. Think of it as the model that sat in between mainstream Cadillacs and the more prestigious, limousine-inspired Fleetwood Series 75 models.
For 1956, all Cadillacs featured louvers, though the Fleetwood Sixty Special used more chrome on the rear flanks. This would become a hallmark of the model through 1959, upon which Cadillac reverted to decorative chrome louvers and tasteful lower-body chrome. The Sixty Special gradually lost visual distinction in the ensuing years, though it continued to play the role of being the top four-door among mainstream models through 1976.
This Cobalt Blue 1956 Cadillac Fleetwood Sixty Special is said to be an older restoration with a claimed 21,000 miles. Note the chromed rear-fender spears that were exclusive to this model. The exterior is complemented by optional gold trim, including the anodized grille. “The chrome and stainless-steel trim are beautifully polished and largely show quality with normal imperfections from use,” says the seller. “The exterior is in overall very good condition and needs nothing to be enjoyed!” Inside, you’ll find dark blue brocade with gray broadcloth and blue piping. Options include air conditioning (both front and rear), the Autronic-Eye, a Pre-Selector radio, and power-adjustable front seats, among others.
“Overall, this Cadillac is in very good condition and would be a great car to use as a classic driver,” says the seller. This is peak 1950s style at a price that’s not so peak: $35,000. That’s what it takes to own the higher standard of the Standard of the World.
