This 1955 Ford Mainline two-door Ranch Wagon is said to have spent nearly four decades outdoors in the California desert climate before it was relocated to Wisconsin in the early 2000s. Following the seller’s purchase in 2011, it became the subject of a multi-year build that involved removing the body, modifying the chassis, and installing a 4.6-liter InTech V8 and four-speed automatic transmission sourced from a Lincoln Mark VIII. Ridetech air springs were added along with rack-and-pinion steering, a Flaming River tilt column, four-wheel disc brakes, and Rocket Racing 20” wheels. Satin clearcoat and gold-accented pinstriping were applied to the body, and the interior was outfitted with black upholstery, Vintage Air climate control, power windows and locks, a custom headliner, and aftermarket gauges. This modified Ranch Wagon is now offered at no reserve with build records and a Wisconsin title in the seller’s name.
The body was removed from the frame during the build, and Ridetech air springs with dual compressors were installed. The seller notes a leak in the air suspension system. The independent front suspension features rack-and-pinion steering as well as a sway bar.
Satin clearcoat was applied over the worn and faded blue paint. The floors were replaced during the build and coated with Chassis Saver. Rust holes can be viewed in the image gallery below along with dings, pitted brightwork, and other imperfections around the car.
Multicolor pinstriping with gold accents was added around the car, including the roof.
Rocket Racing 20” alloy wheels are mounted with 245/40 Hankook tires. A hydroboost braking system is connected to four-wheel discs.
Dynamat insulation was applied to the cabin floors before replacement carpets were installed, and a custom wiring harness was assembled. The bench seats and door panels are trimmed in black upholstery, and a Vintage Air climate control system has been added along with power windows and locks, lap belts, and a removable center console.
The two-spoke steering wheel is mounted to a Flaming River tilt column and sits ahead of a 120-mph speedometer and auxiliary gauges. The five-digit odometer shows 23k miles, approximately 2,500 of which have been added under current ownership. The seller states that the speedometer and fuel-level gauge do not read accurately. Total mileage is unknown.
Bright metal strips accent the headliner and complement the cargo area runners.
The 4.6-liter InTech V8 and 4R70W four-speed automatic transmission were sourced from a 1997 Lincoln Mark VIII. The engine features four valves per cylinder with dual overhead camshafts per bank. Four-into-one headers flow into a dual exhaust system with polished finishers.
Power is sent to the rear wheels through a custom-fabricated driveshaft and a rear differential sourced from a 1990s-era Ford Ranger. The frame was repainted in black during the build.
Photos taken at various stages of the build are presented in the gallery.
The Wisconsin title lists the car’s color as blue.
In the 1980s, car brochures were masterpieces of marketing, showcasing vehicles in their most glamorous light. These glossy pages depicted cars as symbols of freedom, success, and adventure, enticing consumers with promises of performance and luxury. However, the reality often fell short of these lofty ideals. Many vehicles that appeared thrilling in print turned out to be underwhelming on the road, plagued by mechanical issues, lackluster performance, or design flaws. This disconnect between expectation and reality left many enthusiasts disillusioned, highlighting the gap between automotive marketing and the true driving experience. (hagerty.com)
Laec Christensen’s pride and joy (and his daily driver for the last 10 years!) has been a 1980 Mazda 626 sedan. While stock-appearing on the exterior, the car is powered by a 1.6-liter inline-four and a transmission from a first-generation Miata.
Some cars, like Laec’s, from the 1970s through 1990s, go underappreciated in the traditional car-show realm. Sure, RADwood is out there to recognize part of this group, but Laec says there’s still an opportunity to celebrate the oft-forgotten “grandma cars” and the everyday underappreciated drivers of the era.
1985 Cadillac Eldorado
He says, “We’re clearing up an injustice, I think: those of us that grew up in the ’90s were promised a future where everything 25-years-old and up would be considered a classic … and yet my own 45-year-old chariot is mostly ignored at a regular show – and I’m far from the only one.”
My first car was a 1986 Chevrolet Celebrity that fits squarely (with its box-shaped silhouette, quite literally) into the demographic, so I can relate to Laec’s mindset.
1980 Honda Prelude
Event Background
Enter the Malaise Car Club of Oregon, which has become a home base for vehicles of the “Malaise Era” between 1972 through 1995. Members connect via a Facebook group of over 600 members. This year will mark the fourth annual meet-up of an event put on by the club called the Malaise Invitational. It will be held at the Pumpkin Patch on Suavie Island on September 13. I connected with Laec for more intel on the background of this unique show. The first event was held in Eugene in 2022, and it has grown in size and in scope ever since.
Daniel Bones and his pride and joy.
Together with his colleagues Daniel Bones and Duncan Nodarse, Laec has helped build a community in the Pacific Northwest around the cars – and the people – from an era that many car shows overlook. As a special attraction, this year, a first-generation Pontiac Phoenix (in brown, of course) will be given away at the event. The car – dubbed “Russet” because of its Idaho-based origins – will be sent home with one lucky attendee.
Most importantly, the Malaise Invitational has a community-oriented mission: Proceeds will be donated to Birch Community Services, an organization that helps low-income families receive food, education, and “nurturing accountability” to qualifying community members in need.
1988 Plymouth Reliant
Registration and Spectator Details
If you are interested in taking part in this year’s Malaise Invitational, participant registration is available at this link. Any car, truck, motorcycle, and anything with wheels made between 1972 and 1995 is encouraged to register. “Rust buckets, show cars, and daily drivers will all be equally welcomed at the show,” the website says. The show is open to the public and free to attend. Pets and food are welcome, and the event will be held rain or shine.
Event Details:
Fourth Annual Malaise Invitational
Saturday, September 13, 2025
10 a.m. to 2 p.m.
Sauvie Island
16511 NW Gillihan Road, Portland, OR 97231
Photos courtesy of Malaise Car Club of Oregon and CurbsideClassic.com
ClassicCars TV was lucky to see this 1954 Kaiser Darrin in all its fiberglass glory. Not only are Kaiser Darrins rare, but they also have a distinctive design from Automotive Hall of Fame inductee Howard “Dutch” Darrin. His Kaiser Henry J-based creation has an unusual grille, a Willys inline-six, pocket doors, and a soft top that can be put into three positions.
But those features weren’t enough to get it on the production line. Ultimately, Henry J. Kaiser’s wife Alyce convinced him to start making the Darrin, aka KF-161. This restored Darrin is #46 from the 435-unit production run; it sold at the Barrett-Jackson 2024 Scottsdale Fall Auction for $97,900.
Featured on AutoHunter is this 1972 Datsun 240-Z, one of the first Japanese cars to capture enthusiasts’ hearts, as well as one of the first Japanese collectibles in America. Car and Driver said in 1970, “The difference between the Datsun 240-Z and your everyday three-and-a-half thousand dollar sports car is that about twice as much thinking went into the Datsun. It shows.” Power comes from a 2.4-liter inline-six paired with a four-speed manual transmission. Other features include center console, air conditioning, aftermarket AM/FM/cassette stereo with digital tuner, and sunroof. Finished in red over a white vinyl interior, this classic Japanese sports car is offered by the selling dealer with service records and a clear title.
The red hue is bright, just like you’d want in a sports car. The 2018 repaint is complemented by black side mirrors, longitudinal protective trim, chrome rear bumper guard, and other assorted brightwork. Twin chrome exhaust tips exit from the left rear. A dual-panel sunroof helps you enjoy the rays while carving corners in the backroads. A set of 14-inch aftermarket wheels (not specified, but they look like Appliance Dia-Mag wheels) are wrapped in 205/70 Toyo radials.
The white vinyl interior is complemented by black components. A pair of bucket seats are divided by a center console housing the shifter. Other interior features include air conditioning, three-spoke steering wheel, and aftermarket JVC AM/FM stereo with cassette.
The instrument panel features a 160-mph speedometer and 8,000-rpm tachometer, with gauges for the oil pressure, temperature, amperage, and fuel, plus clock. The odometer shows 92,470 miles, though the title reads mileage-exempt.
The OHC six-cylinder measures 2393cc and put out 150 horsepower on 8.8:1 compression. Fuel is delivered by a pair of single-barrel carburetors. Power is transmitted through a four-speed manual transmission.
The undercarriage features a fully independent suspension, power front disc brakes, 3.36 gears in the rear differential, and a dual exhaust system.
Nissan . . . er, Datsun set out to do the Italians and Brits one better, and it succeeded. The 240-Z would be a stellar collectible no matter who built it, but it so happens that it is from the Land of the Rising Sun. The red and white color combo is just right, and we all should be thankful this isn’t a post-1972 car with bumpers that ruin its grace. Get your bid in for this 1972 Datsun 240-Z by 11:00 a.m. (PDT) on September 5, 2025, or you’ll miss out on a sports car that keeps you from cursing under your breath.
Portugal has become a top tourist destination in recent years. The country has great food, along with incredible weather and stunning beaches which have collectively contributed to that status, however, if you’re looking for something automotive related to supplement your vacation, we suggest a trip to the city of Fafe, which is in the north-central region of Portugal, about 42 miles (67 kilometers) from Porto, Portugal’s second largest city. In Fafe you will find the Museu do Rali, which is dedicated to all things rally-related. The World Rally Championship (WRC) was founded in 1973 by the FIA and Portugal was one of the first international rallies to be included when the WRC calendar was created. The city of Fafe has become the country’s de facto rally mecca. The city and the region surrounding it hosts the annual round of the WRC and has one of the most iconic stages in the rallying world. The WRC-designated stage is officially called “Fafe”, though it’s synonymous with the traditional Fafe–Lameirinha route, featuring its famous Pedra Sentada jump, which is one of the most challenging and celebrated jumps – right up there with Colin’s Crest in Sweden and Ouninpohja in Finland. Because of this, Pedra Sentada has become a yearly pilgrimage site for tens of thousands of rally fans that flood the city of Fafe.
With a large domestic and international fan base that has accompanied the championship over the decades it made sense that a museum dedicated to the sport would come to life in Fafe. With the help of a local group of enthusiasts from the Clube Automóvel de Fafe, and the support of the Municipality of Fafe the museum opened its doors in 2021. Their goal was to create a family-friendly environment that chronicles the history of rallying at an international, national, and local level. A number of ways are used to illustrate this with the cars, arguably the most important aspect- and it is one that is continuously refreshed because the vehicles on display get regular use at domestic and international events, so what is on display constantly changes. Every corner of the museum is carefully curated to transport visitors through the decades, using authentic artifacts not just as static displays, but as storytellers. Walls and cases filled with books, scale model cars, technical documentation, photos, and multimedia presentations provide insight into the evolving technology, regulations, and the people that made it happen. Throughout the display space the champions in the sport, both at an international and national level are honored. It not only preserves their legacy but also integrates their stories into the broader technical and cultural narrative of the sport.
If you plan to visit the museum, they are open during the week from 3 p.m. to 6 p.m. Tuesday to Friday, and Saturday and Sunday from 3 p.m. to 7 p.m.
All the museum’s themed displays are rally oriented, but don’t always feature full scale cars. Models are an important part in telling the story of the sport. This temporary display took the model building to the next level with dioramas from photos found in print publications. They were constructed by retired design professor Eduardo C. Araújo in his spare time as a hobby. Preserved in its original livery, this Opel 1904 SR won the Portuguese national championship in 1975 with Manuel Inácio at the wheel and Pina de Morais as the co-pilot. As it sits at the museum it shows how it ran in the 1976 Portuguese round of the WRC. Beyond a piece of national history, it also illustrates the technology of the time, and some of the models that were being campaigned elsewhere primarily in Europe during that time. Although the spotlight is usually on the drivers in the rallying world, it is a team sport, and this temporary themed display recognized the contribution of some of the Portuguese mechanics/preparers who have played an important role behind the scenes with many of the national teams over the years.Prodrive-built Subaru Imprezas played a major role in the WRC for many years with Colin McRae at the wheel, and his presence in the championship is widely applauded. The Impreza on display at the museum is an actual ex-McRae car that he used for doing stage reconnaissance prior to a rally. Usually painted in white, this car has been redone in the iconic 555 livery that was on the works Subaru’s at the time. This car is actively used in vintage domestic and international events to help promote the museum and is always piloted by José Pereira, and co-piloted by his daughter, Diana Pereira. José is the president of the Clube Automóvel de Fafe, which is responsible for the museum’s management, while Diana handles the day-to-day operations.The world of 1:43 scale models play a big role in illustrating the history of rallying. This display utilizes a variety of cars from different eras and classes to tell a story, while the display case is framed with placards of local and national rallies.In recognition of the importance that Toyota Team Europe (TTE) has played over the years in the WRC, the museum has a permanent display with a pair of Toyota Celica Group A cars. Beyond the cars, this display incorporates a variety of different items of which the driver and team fire suits that were gifted to the museum play a major role. Every champion must start somewhere, and for Rui Madeira—the 1995 FIA Group N World Rally Champion—it all began behind the wheel of this Seat Marbella. Back in 1990, Madeira competed in the Troféu SEAT Marbella series, a one-make competition held across Spain and Portugal from 1987 to 1991. This series provided a level playing field for up-and-coming drivers, with identical Marbella vehicles racing on both gravel and asphalt. It served as an accessible entry point for aspiring talent looking to break into rallying. Notably, two-time World Rally Champion Carlos Sainz also began his career in the series’ predecessor, the Copa SEAT Panda.This permanent display is dedicated to Diabolique Motorsport, an iconic name in the history of Portuguese rallying. The team was established in the late 1970s and quickly distinguished itself as the country’s most successful private rally team during its era. Their evolution started with the Ford Escort RS1800/RS2000 (Group 4), then stepping up their game to the Group B Ford RS200 in 1986, and finally the Group A Ford Sierra Cosworth 4×4 by 1990. Joaquim Santos, the team’s lead driver, was a standout performer, clinching three consecutive Portuguese national titles from 1982 to 1984 and amassing a total of 39 national victories over a decade. The display is comprehensive featuring historical photographs, scale models, original documentation, and even one of the actual Ford Sierra Cosworths used by the team.The Lancia 037 is one of the most iconic rally cars from the Group B era. This 037 on display at the museum wears the famous Martini livery that was commonly found on the works cars. In total it is estimated that 257 037s were produced between 1982 and 1984, of which 200 were road-going versions required by the FIA for homologation purposes, while the remaining were rally-prepped cars. The 037 was the last rear-wheel-drive car to win the World Rally Championship, achieving that feat in 1983.Introduced in 1959, the Mini was an instant success. That year it also began to be used in different automotive competitions. It proved to be a very capable weapon in the world of rallying and by the mid 1960’s it had scored several Monte Carlo Rally wins which cemented its status in the history of the sport. This Mini on display at the museum with the words The Last Waltz on the front of the hood was just that – the end of an era. It was the last Mini used in an international event. In 2004 it was entered in the Rally Australia by the Coventry Automotive Team, and it sadly retired a few stages from the end of the event.
Coventry, England is located about 107 miles (and a two-hour drive) northwest of London. It is the ninth-biggest city in the U.K. and is known for its cobbled streets, unique cathedrals, medieval city walls, and strong ties to the automotive industry. That’s because Jaguar has headquartered its key manufacturing operations there for nearly 100 years. Our Pick of the Day is one of those cars assembled in Coventry that, nearly four decades later, is still on the road. This 1987 Jaguar XJ6 sedan is listed for sale on ClassicCars.com by a private seller in Oradell, New Jersey.
“With only 61k original miles, this car has seen gentle use, has never been in an accident, and has always been garage-kept,” the listing begins.
Known for its elegant styling and smooth ride, the XJ was a British sedan that has held its own in the collector market for decades. It was produced from 1968 through 1992 across three different iterations: Series I (1968-73), Series II (1973-79), and Series III (1979-92). Given the car’s “animal” identity, Jaguar cleverly called it “evolution of the species.” This car hails from the final group.
True to its objective as a luxury sedan (or “saloon,” as they say in England), the Jaguar was appointed with a long list of creature comforts when new, like leather seats, power windows, polished walnut trim, air conditioning, telescoping steering wheel, and stereo.
This low-mileage XJ6 looks to be in phenomenal shape for being 38 years old. The seller states that the paint is original and the car has lived an accident-free life. The Slate Blue exterior complements the car’s lines well, and the tan leather upholstery is free of rips or tears, based on the photos in the listing.
Under the hood is a 4.2-liter inline-six featuring a Bosch fuel-injection system. A four-speed automatic transmission sends power to the rear wheels. A four-wheel, power-assisted, anti-lock braking system was standard equipment. While specific maintenance items are not called out, the seller says the car has been mechanically restored.
The listing concludes, “Very few Jaguars remain in this kind of condition, making it a rare find for any classic car enthusiast or collector. This XJ6 delivers timeless style and dependable performance.”
The asking price for a stunning piece of British history is $20,000.
Restoring classic cars and trucks is about the details, the color of the wheels, the bodywork, and of course under the hood. While the big parts tend to get all the focus, it is the little stuff that makes or breaks any project. If your accessories look like poo, then it doesn’t matter how shiny and clean the engine is. Don’t fret, POR-15 has your back with Detail Spray.
Unlike a lot of spray can paints, POR-15 Detail Spray is UV resistant, so it won’t chalk up over time. In fact, it is an excellent top coat for any POR-15 rust preventative coatings. Available in three flavors; Cast Iron, Cast Aluminum, and Stainless Steel, these paints offer excellent adhesion with quick dry times that help you get your ride back into cruise mode.
First, we prepped the parts with a generous coating of Cleaner/Degreaser. This stuff needs to sit for about 20 minutes and then gets rinsed off with water.Before rinsing, we scrubbed each part with a nylon brush.For smooth parts (no casting texture), the surface gets scrubbed with a red scotchbrite to provide good mechanical adhesion. Rough cast parts are rough enough as is (once cleaned). Don’t forget to blow off the dust.
As with any paint, the preparation is the key to a successful paint job. To demonstrate the process, we painted a new brake master and a Corvette LT5 DOHC valve cover. First, using POR-15 Cleaner/Degreaser, we soaked each part for about 20 minutes, along with a good scrubbing with a nylon brush. The brake master is new, so we just need to remove any residual oils. The valve cover is smooth aluminum, so we also scuffed with a red scotchbrite pad (380 grit) to get better mechanical grip.
Within 10 minutes of washing, the cast iron started to flash rust. It happens fast, so be prepared to move quickly with cast iron.Next, any openings where we don’t paint get taped off and trimmed.2-3 light coats are all you need. This is a metallic, so you do not want any runs, which are difficult to sand out without witness lines.
Detail Spray is applied with 2-3 light coats, with a 15-ish minute flash time between coats. If you have to wait longer than 1 hr., POR-15 recommends waiting a full 24 hours for the paint to cure before adding more coats. This is about as simple of a process as it gets, you can do several of these jobs at the same time. The paint dries to the touch in about 30 minutes so you can handle it, but it won’t fully cured for 24 hours, so we do recommend waiting that long before reinstalling the parts.
The final finish is stunning, the stainless steel Detail paint really transformed the valve cover.
Check out the accompanying video for more details on the prep and application process. The cast iron looks just like fresh cast, but without the nasty rust that finds it quick. We expected the valve cover to look good, but the results were even better than we had hoped. This cover is a wall hanger, so it will really spruce up the place once we get it hung. Visit www.POR15.com for more information on Detail Spray and their many other products.
Ra ra ra, sis-boom blah blah blah, cut him open and see what he’s made of! Oops, wait a minute, we are not talking about a rabid college football fan, this is an automotive site. The fans we speak of are the ones that sit between the engine and radiator of your car (or truck, no judgement here). All engines need an assist on the cooling side, specifically under 40mph where the air speed is too low to properly engage in the beautiful act of thermal exchange.
Most vehicles, OE and custom, use electric cooling fans these days and for good reason. Electric fans save horsepower by reducing drag on the engine, increase thermal efficiency of the cooling system, and can even help cool the system after the key is turned off. Mechanical fans have their place, but for most vehicles, the electric fan is the best solution. With that settled, there are still decisions to make, namely the type of fan you need.
In this article, we are focusing on the drive style of electric fans. There are three types of electric fan drive: Brushed, Brushless, and PWM. Each type is sufficient for any vehicle, but there are benefits and drawbacks of each type, so let’s blow the lid off this situation and help you make the right choice for your application.
Brushed
This is the single most common style of cooling fan available. Most aftermarket fans are brushed, and prior to the 2010s, nearly every new car and truck came with a brushed cooling fan. Without getting too technical, brushed motors use spring-loaded brushes to physically connect the positive and negative terminals to the coils of the motor. These motors use permanent magnets on the outer ring (stator), and the electromagnets are on the rotor (spinning shaft). As the motor spins, the commutator (contacts for each electromagnet) spins inside the brushes, making the necessary momentary electrical connection for each coil in the assembly (called an armature). In essence, this is a friction motor, as the brushes must maintain contact with the commutator. Brushes are typically made of carbon or graphite, which is soft and eventually wears down. Brushes are the most common failure point for electric motors, sometimes they are easily replaceable, sometimes not.
Brushed radiator fans are usually single speed, with basic on/off function. There is no internal controller or electronics. Simplicity at its best. They don’t last as long but they are relatively cheap, you can get a generic 16” brushed fan for $50, a high-quality brand-name 16” will run you about $200.
Pros: Affordable, easy to operate, do not require a controller. Can be wired off a relay and triggered by the ignition switch, thermal switch, or ECM.
Cons: Fan speed is limited to around 5k RPM (make/model dependent), the brushes will “float” above that speed. They are louder than brushless and PWM and have a much lower life expectancy of around 3k hours. Require more space behind the fan itself for the motor. High amp draw at start up, which requires larger wire and fusing.
Brushless
Increasing the efficiency of a typical on/off electric motor, the brushless design gets rid of the friction-inducing brushes. In order the make this work, the brushless motor layout is flip-flopped. Instead of the electro-magnets and windings being mounted to the rotor (spiny part), they are mounted to the stator (the part that doesn’t spin), and the permanent magnets are mounted to the rotor. This removes the rotating electrical connection, thereby eliminating the main wear item.
Brushless motors are much faster as they are not limited by floating brushes. These motors are not quite as simple though, as they require a controller, which may be internal (most common) or external, to control the operation. The controller generates a rotating magnetic field which pushes the permanent magnets on the rotor to spin. Brushless motors are smaller than brushed.
Brushless fans also have some unique start-up features. They do not have the big amp-draw spike on start-up like brushed fans, this is mitigated by the fan controller, which slowly spins the fan up to reduce the sudden current draw which can blow fuses. This also means that a brushless fan won’t hit full speed for about 10 seconds after starting up. This is usually not an issue for an engine cooling fan.
Pros: High speed, exceeding 10k RPM, lower friction, quiet operation, 10k-hour+ lifespan. Thinner profile for tight installations. Infinitely variable speed, more powerful airflow (higher loaded CFM).
Cons: Controllers can fail and on average 3x more expensive. Limited size options and have a slower start-up time. Brushless controllers are more sensitive to voltage spikes and drops.
PWM
The best type of fan is not actually the fan motor itself, but rather the control type. PWM (Pulse Width Modulated) fans are brushless by design, but instead of a DC (Direct Current) controller, they use an ECM to control the speed. Instead of an “on or off” operation, PWM controllers use a binary square-wave electrical signal that rapidly switched on and off at different rates. Think of it as a bicycle pedal, “on” is when you are pushing the pedals down, “off” is when you are coasting. The PWM controller does the same thing, operating only enough to maintain the desired speed. This makes PWM incredibly efficient, using much less current (amperage) to drive the fan to much higher speeds.
PWM signals are very sensitive to EMI (Electromagnetic interference), so the wires must be shielded to protect the signal from being confused. PWM also generates RF (Radio Frequency) noise, which can cause noise in your stereo or interfere with other electronics in the vehicle. Most automotive electronics are shielded from this.
PWM fans are much more expensive, as they require an external controller. OEM applications have the controller in the ECM, but aftermarket systems typically require a separate controller that can cost several hundred dollars. Some brushed fans can be PWM controlled, which will increase the overall life of the fan.
Pros: Quiet, extremely fast speeds, “smart” operation, long life, low current draw, most efficient. Can be sped up on demand.
Cons: Very expensive, susceptible to interference. At low speeds, motor bearings can be worn out faster (less of an issue for automotive fan applications).
In most cases, the general recommendation for selecting a cooling fan is “buy the most powerful fan you can get in the largest size that fits.” In that vein, a brushless PWM-controlled fan is the top dog, but that also comes with a much larger price tag. You can easily spend $600-1k on a single 16” fan and PWM controller, while you can get close to the same cooling with a $200 brushed fan. If you have a very tight space to mount the fan, a brushless will likely fit better than a brushed unit. Regardless of the type of fan and control you buy, it needs to cover as much of the core as possible with a shroud to ensure the full core gets ample airflow. When in doubt, give U.S. Radiator a call at 800-421-5975 and their talented staff will get your vehicle’s cooling system sorted out.
This 1940 Ford pickup street rod was the subject of a custom build completed in 2014, which included the installation of a 350ci Chevrolet V8 topped with a Holley Sniper electronic fuel injection system and linked to a four-speed automatic transmission. The chassis was modified with a Mustang II-style front suspension assembly, a rear four-link setup, power rack-and-pinion steering, adjustable coilovers, and power-assisted four-wheel disc brakes. The body was refinished in green after the bed was fitted with a fixed top cover as well as a hidden tailgate latch, and it also features running boards, tinted glass, and a roll-down rear cab window. Inside the cab, a custom bench seat is trimmed in tan leather and accompanied by square-weave carpeting, Dakota Digital gauges, a Vintage Air climate control system, and a Sony stereo with Boston Acoustics speakers. This Ford pickup was purchased by the seller in 2023 and is now offered with a Specially Constructed North Carolina title.
The body was finished in green in 2012, according to the seller, and features a chrome grille, tinted glass, running boards, and a roll-down rear cab window. The bed is topped with a fixed hard tonneau and equipped with a wood-plank floor, teardrop-style taillights, and a hidden tailgate latch with a remote release.
The truck rides on a Mustang II-style front suspension setup, a rear four-link assembly, and QA1 adjustable coilovers. It is equipped with power rack-and-pinion steering, and braking is handled by power-assisted four-wheel disc brakes. The 17″ alloy wheels are wrapped in 215/55 front and 245/65 rear Westlake tires.
The cabin houses a bench seat wrapped in custom tan leather upholstery along with coordinated door panels and square-weave carpeting. A Vintage Air climate control system is installed beneath the dash panel along with a Dakota Digital control panel in the dash. Additional equipment includes two cupholders, power windows and locks, push-button start, and a Sony stereo linked to Boston Acoustics speakers. The seller notes the air conditioning does not blow cold air.
The billet steering wheel is mounted to a polished column and frames a Dakota Digital instrument panel with readouts for engine speed and vehicle speed as well as fuel level, voltage, oil pressure, and water temperature. The digital odometer indicates 2,600 miles have been added since the custom build, approximately 500 miles of which were added under current ownership.
The Chevrolet 350ci V8 was installed as part of the build completed circa 2014 and features a polished Edelbrock aluminum intake manifold along with a Holley Sniper electronic fuel injection system. A polished serpentine accessory drive system is also installed along with an aluminum radiator and an electric cooling fan.
Power is sent to the rear wheels through a 4L65E four-speed automatic transmission. Coated exhaust headers feed into a dual exhaust system that terminates with turn-downs inside the rear fender wells.
The Specially Constructed North Carolina title refers to the truck as a 1940 Ford Streetrod and lists the VIN as the state-assigned identification number NCS102434.
