Hemmings

Owning a ‘Cuda from 1973 is much like having your name appear on the top of an entry list to an exclusive club. It was the last year for the optional four-barrel 340 small-block, and emissions and safety standards would only become more strict in the following years. The visually striking old school styling of the E-body blended with the most powerful engine available at the time is what Mopar dreams are made of.

This handsome Forest Green Metallic ’73 Plymouth ‘Cuda, actively up for auction as of this writing, is equipped with the optional 340 V-8 engine rated at 240-horsepower and 295 lb-ft of torque. A TorqueFlite automatic transmission puts the power to the pavement via an original Slap-Stik shifter. According to the seller, this Mopar muscle car is all-original, from the engine down to the axles, with the exception of a factory-correct repaint within the last seven years. It sits on 14-inch Magnum 500-style wheels wrapped with newer installed P215/70R14 BFGoodrich Radial T/A tires that show 2022 manufacturing dates.

“It has the fender tag, VIN, and original Chrysler sticker still intact,” says the seller, who rates the car in #1 condition. Just 11,260 miles appear on the odometer, which, although unverified, the seller believes to be authentic. According to the Mopar’s excellent condition, those numbers very well could be true.

Less than 10,700 ‘Cudas were built in 1973, and the examples equipped with the optional 340 paired with the TorqueFlight automatic transmission equate to just over 4,500 examples produced. It’s rare to find an E-body Mopar in such minty condition and with minuscule mileage. In fact, you’re probably more likely to gain access to an exclusive club than find another ‘Cuda just like this one.

The Grand National Roadster Show is now a national success and perhaps the best custom car show held in the United States. But that didn’t happen over night. In fact, the Grand National Roadster Show at its founding in 1950 in Oakland, California was a local event and limited to just a few types of vehicles.

By 1962 “Grand” was added to its original “National Roadster Show” title and everything from customized go-karts to chopped Harley-Davidsons filled in the gaps between two-seater T-Birds and customized 1/2-ton pickups. In 2004 the Grand National Roadster Show moved from Northern California to Southern California and immediately grew from just three buildings in 2004 to consuming everything from outdoor spots up to Building 10 in 2005 at Pomona’s Fairplex.

For the 2023, 73rd edition of the Grand National Roadster Show a special tribute was held in GNRS’ “special features building” celebrating 50 years of unique classic trucks from 1948 up to 1998 and displayed a healthy helping of former magazine cover trucks and local icons from the past.

1954 Chevy AD with Chrysler Hemi power built by Harold’s Hot Rod Shop of Enid, Oklahoma and on the February 2023 cover of Classic Truck Performance.

Powered by a 429-inch Ford V-8 the “Lone Ranger” a very custom 1969 Ford Ranger originally a pickup by Kykers Rod & Kustom of Telford, Tennessee.

Kennedy Waite’s LS1 powered 1958 Chevy Cameo Carrier with paint and body by Squeeg’s Kustoms and upholstery by Gabe’s Custom Interiors on Wheelsmith wheels.

Darryl Hollenbeck custom painter for 2023’s AMBR winning 1932 Ford entered his 1974 Chevy C-10 stepside with special thanks to his friends that helped refresh it.

Chip Foose’s first car was a truck —Chip’s 1956 Ford “Big-Window pickup originally in CoCo Brown Metallic was restyled to Chip’s wishes in an episode of Overhaulin’.

Nothing brings back 1980s mini-trucking nostalgia like this 1977 Datsun 620 King Cab mini truck that came to Pomona all the way from New York.

Grand National Roadster Show 2023 Classic Trucks

With regulations in several countries pressuring automobile manufacturers to shift into a future of hybrid electric vehicles by 2030, driving full force to all electric power by 2035, the unknown fate of certain production sports cars is unsettling for car lovers. In the midst of uncertainty, Martijn ten Brink, chief executive of Mazda in Europe, shared some good news: The Miata MX-5 will live on.

In an interview with Autocar, while discussing plans for the Miata’s next generation, ten Brink said, “How do you stay true to the concept of what the car stands for taking it into the next generation of technologies? That’s not been decided. But I think for Mazda it would be fair to say that the MX-5 will never die. I think it will continue to exist forever and it will have to go with the times. That’s a super challenge, and people are passionate about this car in Mazda.” He added, “Of course, as you can imagine, people have opinions on which direction it should go. So, I’m very curious where it will end up, but it will definitely remain part of the line-up.”

Since its introduction at the 1989 Chicago Auto Show, the Miata has been a symbol of Mazda’s car making philosophy, “Jinba Ittai,” which translates to the “horse and rider as one,” representative of the little lightweight sports car’s responsive, fun-to-drive platform. The Miata holds a special place in the Mazda lineup and in the hearts of its diehard enthusiasts.

In May 1989, the two-seater convertible became available to U.S. and Canadian buyers as a 1990 model. Mazda sold 35,944 Miatas within that first year. Automobile Magazine was obviously impressed, naming it “Automobile of the Year.”

“It was a labor of love, that’s for sure,” said Tom Matano, now retired as Mazda’s Chief of Design. “It still is.”

Built on its own unique platform, the Miata combines the best of past British sports cars with Japanese reliability. It’s also one of the few cars still sold with a manual gearbox. It’s no surprise that the little budget sports car has made its mark in motorsports. It provides a perfect platform for reliable, fun daily driving on weekdays and transitions to a quick, maneuverable weekend racer on the track. A forgiving car that is on the driver’s side, it knows you want to have fun but don’t necessarily want to be scared silly. Today, Miatas are abundant in SCCA classes and beyond. The platform has introduced many novice drivers into the competitive driving scene.

Indianapolis Motor Speedway, 1992

In a melting pot of SUVs that look the same, where performance names are slapped on just about anything to draw attention, reassurance in knowing that this automotive icon won’t be watered down feels similar to taking a deep breath of fresh, untouched mountain air. Very Zen.

In its 34-year run, the Miata generations have lived longer than most other models on the market. The original version, the first-generation NA, was in production for eight years. The second-generation NB lasted for seven, and the third-generation NC lived for a decade. The current ND model was released in 2015 and an upgraded ND2 engine may help to extend its life.

Will the next generation see hybrid-electric technologies? With the trend toward EVs, it’s likely unavoidable, but one thing is for certain: Miata will always be the answer.

Date: circa 1970

Location: Las Vegas, Nevada

Source: via UNLV Libraries Special Collections and Archives

What do you see here?

In many ways, traditional hot rodding has taken a turn toward coach building over the last several years with an increasing emphasis not so much on gathering the right parts to replicate what could have been done in the Forties and Fifties, but rather on applying high standards of craftsmanship to rework original sheetmetal into something new and daresay elegant that still evokes period aesthetics. This 1936 Ford speedster listed for sale on Hemmings.com is a perfect example of that trend. Originally a Tudor sedan, the car has had its roof artfully lopped off with a nice DuVall-style windshield giving the impression that no metal roof had ever topped this car.

While the rest of the fenderless exterior looks typical hot rod black, as the seller notes it took a good deal of reshaping to peak that prow and to make a car never meant to run fenderless look as natural as any Deuce highboy. It’s all subtle, though, compared to the interior, which combines vintage-look gauges and steering wheel with an amalgamation of rivets, diamond-pattern leather upholstery, bare aluminum, brass-appearing holepunched panels, and even wood decking covering the space behind the seats. Half a dozen separate finishes typically doesn’t make for a cohesive theme, but they all somehow complement each other while giving the interior seemingly endless points of interest.

The Pontiac GTO-sourced 5.7L LS V-8 under the hood looks like an LS. For somebody looking to make a splash and win top-level awards with a car like this, there are plenty more creative engine options out there or, at the least, an entire aftermarket’s worth of dress-up items. On the other hand, the LS is a compact, powerful, reliable, and well-supported option for somebody concerned less with awards than with getting some wind in their hair. Similarly, the 4L60E automatic transmission, the 9-inch rear axle, and the hidden disc brakes make for rational choices for a streetable car.

Unless they were put away in a bubble, original unrestored vehicles show some sort of wear and evidence of use. Even fully restored vehicles tend to miss something. Engine bays are often detailed to perfection while other areas of the vehicle are pushed to the background. But the seller of this 1980 Datsun 720 longbed listed for sale on Hemmings.com includes photos of the floor mats pulled back and the seat back tilted forward to reveal absolutely pristine surfaces and materials. The bed looks like it’s never hauled even a dropped wayward leaf. Not a single screw shows rust. The area behind the fuel filler door is cleaner than a hungry man’s dinner plate. Every plastic clip, every original zip tie, every factory-applied paper tag is still in place.

According to the seller, that’s because the truck has always seen the inside of a garage and was never driven in rain or snow. Somehow, the odometer shows more than 25,000 miles, and we’re wondering whether those accumulated with a full layer of protective plastic wrap around, over, and underneath the pickup. Maybe around those original tires too. Naturally, somebody that conscientious in the care of the truck would have kept extensive documentation on its purchase and care, all of which are included here. Was this originally owned by a barebones truck enthusiast who wanted to preserve the truck for posterity? A fanatic for car care? Somebody who made few large purchases in life and thus saw this as a precious item to be maintained for as long as humanly possible?

Whatever the case, it’s certain there’s not another Datsun 720 out there—original or restored—in this condition. A good candidate for McCourt’s museum for ordinary and unexceptional cars.

Hot Rodding doesn’t stop at the road’s end. In fact, the mechanized cultural phenomenon has permeated far beyond asphalt and into the hearts of freshwater boating enthusiasts across generations. For 2023, the Grand National Roadster show, held in Pomona, California welcomed hot road boats to join the festivities. Nearly an entire show hall was full of wild, vintage, and immaculately restored offerings to the maritime gods of speed. Feast your eyes on this gallery of hemi-powered, roots-blown, stack injected, and otherwise wickedly fast hot rod boats.

Hot Rod Boats of the Grand National Roadster Show 2023

While Dodge’s Little Red Express may lay claim to the original sport truck monicker, Ford’s Lighting may have rolled out of the showroom at a quicker pace, and GMC’s turbo AWD storm warnings might have packed more era-leading tech, it was Chevrolet’s Silverado SS 454 pickup that had our hearts. The limited run, single-cab, big-block pickup revived a sound and presence that hadn’t been seen outside the muscle car realm in quite some time and was a bedroom wall poster aspiration for many a high-schooler. Today, surviving specimens are few and far between and even fewer are in as solid condition as this prime example that’s currently up for auction.

The truck is said to have been owned by the founder of Royal Purple oil, which seems like an obvious quell for any concerns about oil change intervals. The engine has been rebuilt and the paint resprayed in the original Onyx Black hue. Careful observers will note the cowl hood which is a tasteful, yet aftermarket add-on.

The inarguable star of the show was the 454ci big-block Chevy under the hood. While it only produced 230hp in factory trim, enthusiasts were quick to tap the performance potential of all those cubic inches.

The Garnet Red cloth interior is original and in excellent shape. According to the seller all of the original guages and HVAC controls function.

If you like what you see, make sure to check the auction page for more photos, info, or to make a bid on this 1990 Chevrolet Silverado 454 SS

Kit cars are the automotive embodiment of grand plans. They’re the means by which anybody with ambition and a set of hand tools can build an exotic or sporty car on par with something that would normally cost a few decades’ worth of salary. They’re also supposed to be rather quick to assemble, with the most basic and straightforward versions taking about a weekend to plop onto a running and rolling chassis. Then there’s the Devin-Crosley kit car that Jim Liberty has taken on, a project that will soon come to fruition after 75 years.

“How does a 75-year-old car just sit as it came from Devin?” Jim asked. “The owner’s only concern was whether he had enough juice to finish it.”

Jim, who is based in Costa Mesa, California, and is best known for his Porsche 356 restorations, isn’t above taking on something a little more unique. His shop truck is a lightly modified Crosley CC pickup, and he’s restored a 1960 Austin-Healey Sprite to recapture the feeling of his first sports car. It was the former, however, that led him to the long-dormant Devin project—the longest, in fact, that we’ve come across.

“I was buying parts for the pickup from the owner and he told me he just had too much work over the years to ever get started on it,” Jim says.

Photo courtesy Jim Liberty

According to the story that the owner related, the project began sometime around 1948, even before Devin started building fiberglass bodies. The prior owner of the project had a 1946 Crosley station wagon that caught fire and, rather than scrap it, he socked it away in his Ohio basement. Then, sometime after Devin established Devin Enterprises in 1954, the station wagon owner bought a Devin fiberglass roadster body.

Bill Devin, once called “the Enzo Ferrari of the Okie Flats,” only grew up in Oklahoma; other than a few years in Iowa, he spent most of his adult life in California. Cars, however, were a constant throughout his life, from the Chevrolet dealership that his father ran to the Chrysler-Plymouth dealerships that he operated and on to the Crosley Hotshot in which he started his sports car racing career and the Ferraris and other European cars he bought, sold, and raced. While other California-based hot-rodders and racers had already discovered the benefits of fiberglass bodies, Devin taught himself how to work in the medium and quickly became one of, if not the most, prolific manufacturers of fiberglass bodies for existing car chassis. He started by splashing a mold off a Deutsch-Bonnet for his Devin-Panhard, according to Kevin Callahan at Devin Sports Cars, then progressed to developing his own molds, patterned after an unnamed small Italian spider (reportedly a Scaglietti-bodied Ermini 357 Sport, one of three built). Rather than produce a single mold for a single chassis, Devin instead produced as many as 50 sections of molds from which he could mix and match to lay up bodies in dozens of sizes for multiple chassis.

Bill Devin with some of his production fiberglass carsPhoto via Devin Sports Cars

While Devin later went on to offer his own body and chassis combination under the name Devin SS as well as versions for rear-engine applications after the Volkswagen phenomenon took hold, the owner of the now-stripped Crosley chassis bought a front-engine body along with a couple of fiberglass racing seats direct from Devin. As Jim told the story, the builder got as far as extending the chassis by 24 inches and placing the body on the chassis before other priorities obviously took over. After Roughly 60 years, that owner then took the project to the Crosley Automobile Club‘s Nationals in Wauseon, Ohio, where he offered it for sale in the swap meet and where the Sioux Falls-based owner spotted it.

“It was 100 percent virgin when he bought it,” Jim says.

Photo courtesy Jim Liberty

Other than adding some Dayton wire wheels to the car, though, he never did anything with it either, so he sold the project to Jim. While the Devin came with a Crosley 750cc four-cylinder, presumably the station wagon’s original engine, and a Sprite four-speed transmission, a common upgrade over the Crosley’s unsynchronized three-speed manual transmission, Jim said trying to mate the two “turned into a nightmare” so he substituted a supercharged 1275-cc four-cylinder out of an MG for the Crosley engine and kept the Sprite transmission. He also widened the rear axle to accommodate the wider wire wheels, but left the rest of the chassis alone and focused on the bodywork necessary for preparing a 60-something-year-old fiberglass body for the first paint ever to coat its surfaces. Plans call for it to be black with red racing stripes and a red vinyl interior using those original Devin seats, Jim says.

Photo courtesy Jim Liberty

And while it’s not a 356, Jim says it’s still getting the same treatment as any of his projects, which benefit from a number of specialists within walking distance of his shop. “The best of the best,” he says.

According to Jim, the Devin will be titled in California as a 1948 Crosley and will be going up for sale sometime this fall.

Date: 1968

Location: Helsinki, Finland

Source: Laitila Unto, via Helsinki Photos

What do you see here?

Photo by Laitila Unto