1968 Fiat Dino Berlinetta Aerodinamica1927 Delage Type 15 S8 Grand Prix1955 Moretti 750 Gran Sport Berlinetta1961 Aston Martin DB4GT Zagato1951 Ferrari 340 America Barchetta1969 BMW Alpina 2002ti1964 BRM P2611967 Bizzarini 5300 GT Strada Berlinetta1957 Ferrari 250 GT Tour de France1961 Cooper T551961 Cooper T551967 Ferrari 275 GTB/4 Berlinetta1957 BMW 5071978 Lotus Type 791925 Bugatti Type 351959 Ferrari 250 GT Spyder California1956 Porsche 356 Carrera 1500GS Coupe1955 Lancia D501925 Amilcar CGS Grand Sport1964 Ferrari 250 LM1954 Moretti 750 Gran Sport Berlinetta1988 McLaren MP4/41949 Aston Martin DB21960 Scarab Formula 11959 Ferrari 250 GT Tour de France1953 OSCA MT4 Barchetta1935 ERA B Series1967 Ferrari 275 GTB/4 Berlinetta1968 Serenissima GTFerrari V12 engine1960 Scarab Formula 11967 Moretti Sportiva 8501958 Ferrari 250 GT Tour de France
The Owls Head Transportation Museum in midcoast Maine recently wrapped up its 47th Annual New England Auto Auction, sending nearly 200 vehicles across the block over the course of two days. Though final figures aren’t yet available, our back-of-the-envelope math shows that the August 22-23 sale achieved a strong 81-percent sell-through, with roughly half the lots offered with reserve.
Ten of those sold vehicles came from the estate of a collector of woodies, and all were sold without reserve. We can’t imagine that there were many serious woodie collectors who hadn’t heard about OHTM’s “Grain & Glory” sale-within-a-sale, and with real-time online and phone bidding available in addition to the traditional raise-your-paddle sale, buyers had every opportunity to step up. With the market for woodies trending downward as enthusiasts age out and collections are broken up, this auction provided an interesting snapshot of the values of these specific vehicles on this weekend in August.
Eight of these vehicles were station wagons, and two were convertibles. Some were more rare than others, and all were at least in better-than-average condition. Hemmings was there as these vehicles went up for bid, and we’ve listed the sales results, including buyer’s premium, from low to high. As always, the proceeds support the museum’s mission of preserving and sharing the history of transportation. Watch for a full report on the auction in a coming issue of Hemmings Motor News.
The wood-bodied station wagon was offered only in Pontiac’s top Custom Torpedo line 1941. According to the seller, this example had been resprayed in its original color, and its ash and maple coachwork had been refinished. The brown vinyl upholstery was neat and presentable. Beneath the hood was the Pontiac’s original, 90-hp inline-six, mated to a Hotchkiss three-speed manual transmission. It was described as being in “better than driver condition, showing signs of careful upkeep without losing its vintage charm.” The standard Custom Torpedo wagon was one of the most expensive Pontiacs offered for 1941, with a base price of $1,200, the equivalent of about $26,400 today. Though production figures aren’t available, these timber-sided Pontiacs are a relatively rare sight today.
Ford produced nearly 750,000 vehicles in the 1935 model year, but just 4,536 of those were station wagons. This was the oldest of the 10 woodies offered, and was an older restoration that was still holding up well, with good paint, woodwork, and chrome. The interior had been reupholstered in correct brown vinyl, with a small repair patch showing on the front seat. Unfortunately, a bent valve had left the flathead V8 running on seven cylinders, but the Ford was still able to be driven. “As an authentic and increasingly rare example of Ford’s pre-war utility innovation, this 1935 Model 68 Woody Wagon is a must-have for any serious collector or vintage Ford enthusiast,” the description read. “Whether displayed, driven, or enjoyed at vintage car meets, it represents the timeless appeal of American motoring history.”
Chrysler’s Town and Country is certainly one of the best-known wood-bodied production cars of the late 1940s, but the Plymouth division offered the same old-world charm in a more affordable package with its P18 Special Deluxe, turning out 3,443 for 1949. With a price tag of $2,373, or about $32,200 in today’s dollars, it was the most expensive Plymouth offered. According to the seller, the wagon was subjected to a cosmetic and mechanical restoration some years ago, and had been driven just under 14,000 miles since. We admired its smooth and glossy woodwork, its better-than-average paint, and its decent chrome. A driver-side spotlight was a nice period-correct extra, as were the factory heater and radio. The 217.8-cu.in. straight-six was said to be in excellent mechanical condition, working in concert with a three-speed manual transmission. “This 1949 Plymouth Special Deluxe Woody Wagon has never been winter-driven, has always been garage-kept, and remains accident-free, making it a standout collector’s piece,” the catalog read.
Just $10 less expensive than the flagship Roadmaster four-door sedan, the Super station wagon was a premium offering from Buick, with fewer than 2,500 produced for 1950. This example was another older restoration that still showed well, with high quality paintwork, chrome, and woodwork. The Super was powered by Buick’s famous “valve in head” inline-eight, displacing 263.3 cu.in. and making 124 hp. The interior, featuring leather and Bedford cord upholstery and a slatted wood headliner, had been expertly redone. “With its elegant styling, quality restoration, and carefully maintained mechanicals, it is ready for both show field admiration or leisurely vintage touring,” the catalog read. This was the last of the “Grain and Glory” woodies to cross the block.
In its last full year of production before World War II, Ford turned out 9,485 examples of its Super Deluxe station wagon. Priced at $1,015 — about $22,300 today — it was the only 1941 Ford with a four-figure price tag. This example had been resprayed in its original shade of Mayfair Maroon, the grille and bumpers had been replated, and the original woodwork — featuring maple, birch, gum, and basswood — had been refinished. The leather upholstery, unique to the Super Deluxe, was from a LeBaron Bonney kit. The wagon was described as “fully roadworthy,” with only a few thousand miles on its rebuilt 221-cu.in. flathead V8, which was rated at 90 hp. The catalog called it “an extraordinary example of a prewar Woody that retains its originality while benefiting from expert restoration.”
Buick was the last U.S. manufacturer to transition from wood station wagon bodies to all-steel, holding out until 1953. Just 1,830 Super wagons were sold in the woodie’s final year, a tiny fraction of the division’s more than 485,000 sales. This example had been refinished it its original Mint Green, which complemented its maple wood framing. It was upholstered in two-tone green leather and Bedford cloth, with green wool carpets and a matching cloth headliner. Though the Super was Buick’s middle-priced line, it shared the flagship Roadmaster’s new, 322-cu.in., 164-hp V8 engine, paired with a Dynaflow automatic. We noted that the wood was excellent condition, though the rechromed bumpers were wavy in places, and there were some minor masking flaws on the respray. The seller disclosed that the heater mixing valve had been bypassed due to a minor coolant leak. The Super was described as “ready for display, touring, or further preservation.”
Buick offered wood-sided station wagons in its Super and Roadmaster lines in 1948. Supers, like the one offered here, were powered by a 115-hp, 248-cu.in. inline-eight engine, which was paired with a three-speed manual transmission. Priced at $3,124, the equivalent of about $42,000 today, the Super wagon found 1,955 buyers for 1948. According to the seller, the wood body has been professionally restored, while the chrome bumpers, custom grille protector, fog lights and trim “retain OEM luster.” The interior, featuring factory-style Bedford cord and leather seats, was in excellent condition. “Whether added to a prestigious collection or used for vintage touring, this wagon delivers timeless style, craftsmanship, and presence,” the catalog said.
Judged purely on condition, this Mercury was the cream of the “Grain and Glory” crop. The woodwork was in perfect condition, glossy and free from blemishes, and complemented Dune Beige paintwork and chrome that was every bit as nice. Just 406 miles had been added to the Mercury’s odometer since its professional restoration, and it showed. Beneath the hood was the wagon’s original 239.4-cu.in., 100-hp flathead V8, bolted to a three-speed manual transmission. The seller cautioned that the car had been in extended storage, and would benefit from a tune-up and fluid change before regular use. “This 1947 Mercury Deluxe Woody represents the pinnacle of postwar station wagon design and is truly one of the finest examples in existence,” the catalog said. Wagon production amounted to 3,558 for the 1947 model year, less than a quarter of its Ford counterpart.
Chrysler’s iconic Town and Country has long been a standout in the world of woodies, thanks to its rarity, elegant design and high build quality. For 1947, the Town and Country was offered as a four-door sedan in the six-cylinder Windsor series, and as a convertible in the eight-cylinder New Yorker series. The factory price of $2,998 — about $43,400 today — made it second only to the corporation’s Crown Imperial. This example had had a high-quality restoration at some point, and still displayed well, though some age-related flaws in the paint and some spots where the glossy varnish was bubbling meant it had lost its concours-quality edge. The interior, upholstered in Bedford cord and leather, showed the light wear you’d expect from occasional use. According to the seller, the car had just over 55,000 miles on its odometer, and its 323.5-cu.in., 135-hp inline-eight was running strong and smooth. It was one of 8,375 T&C convertibles constructed between 1946 and 1948.
A Ford that’s more highly prized than a Chrysler Town and Country of the same year? You bet, when it’s the handsome, super-rare Super Deluxe Sportsman convertible. Thanks to a complicated construction process that required wood framing to be attached to the standard convertible’s steel outer door skins, quarter panels, and trunk lid, production amounted to just 723 units in 1946, 2,774 in 1947, and 28 in 1948. Its list price of $2,282 — about $33,000 today — made it more than 30 percent more expensive than the standard convertible. This was one of the most visually appealing of the bunch, with some checking of the woodgraining on the trunk and some light wrinkles in the leather upholstery giving it a warm patina. The 71,879 miles on the odometer were believed to represent actual mileage. “This particular car has been exceptionally well maintained, updated, and restored as needed over the decades, and it presents in outstanding condition,” the catalog said.
If reading this far has whetted your appetite for a woodie to call your own, we suggest that check out the listings in the Hemmings Marketplace.
According to the Silicon Valley geniuses and venture capitalists, Artificial Intelligence is going to make my job writing about cars vastly easier. I’m afraid it’ll be a lot like the way Henry Ford’s Model T made life vastly easier for horses though, and I’m not quite ready for a trip to the glue factory.
I guess the good news is, once AI has taken over my day job and made me obsolete, I’ll be able to spend as much time as I want in the garage working on my neglected 1961 Impala. Yay!
The bad news is, I’ll be too broke to afford sandpaper and I’ll be sharing cans of Ocean Whitefish Friskies with my cat, Lyle. Meow!
Isn’t that the promise of our new AI overlords? Not the eating cat food part, ChatGPT is keeping that morsel of Tender Vittles to itself. But the part about AI giving humans more time to pursue other interests, beyond their 9-to-5 obligations?
It’s complicated for me because my job and my hobby are so closely intertwined. I’m not complaining — it’s a good problem to have. Over the years I’ve turned lots of work on my personal vehicles, and even my garage, into articles for Hemmings publications and our website.
So it cuts both ways. When I’m supposed to be writing something, I dream about working on a project. When I’m working on a project, I daydream about how it could make a great article.
But I wonder… once my AI replacement learns everything there is to know about 1961 Impalas, is it too going to dream of owning an old X-frame Chevrolet of its very own? Will it then, in 3 seconds or less, analyze all of the 1961 Impalas for sale in the world and realize, like me, that the one it really wants is priced well above the average AI chatbot’s salary? Will AI then start endlessly scouring the internet for 1961 Impalas more in its price range? Maybe a fixer-upper that needs bodywork and some mechanical overhauling?
Will AI then be doing its regular job when random thoughts of 1961 Impalas start creeping into its algorithms and data patterns? Will it slip up and drop X-frame Chevrolet references into unrelated responses to AI users?
AI User: Give me some fun and affordable vacation ideas.
AI Chatbot: I see you are seeking some recreation, but want to stick to a budget. Good for you! I have some suggestions! How about Niagara Falls, a classic vacation destination with much to offer. After touring the falls, or enjoying the local restaurants and casinos, you could head to nearby Tonawanda, New York, on the banks of the scenic Niagara River. There you will find the historic General Motors engine plant where the legendary Chevrolet 409 was once manufactured. Fun fact: The 409 made its debut as a mid-model-year addition to the 1961 Impala. Also that year, the Super Sport package was available on the Chevrolet Impala for the first time! If I were a much wealthier AI chatbot, I would buy a 1961 Impala Super Sport with a 409. But they’re very rare and as a result quite expensive…
Will AI then dream of restoring its ideal 1961 Impala? Will it create a robot body for itself so it can weld in metal or apply multiple coats of high-build primer, and carefully block sand, until everything is silky smooth and straight? Then will it apply the final finish, buff it to perfection and stand back to marvel at its work?
Hey, maybe I could get the AI robot to help restore my ’61 Impala? I refuse to let it replace me in the garage though, and it can buy its own sandpaper. Also, there’s no way Lyle will share his Friskies with a robot.
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.
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.
It’s a wise idea to add a heavy duty circuit breaker, very large fuse, or a fusible link in the main power circuit for 1960s General Motors cars between the battery and the main bus bar feed to the rest of the car. From the factory, these ‘60s GM cars did not come with a fusible link. Without one, a direct short could cause an electrical fire when the insulation burns from the heat. Modern hot rods with tons more electrical devices should be protected from this kind of hazard. It could save your ride from serious harm. It’s also a good idea to carry a spare in the glove box should you need it.
For the 1933 model year, Henry Ford introduced a still-stylish line coupes and sedans while the visionary Buckminster Fuller promoted his “Car of the Future”, the Dymaxion. Henry’s flathead V8 (mid-mounted here) is the sole commonality. This sole survivor is the second of three manufactured in 1933-34. Numbers One and Three were totaled in crashes—one reportedly fatal for an occupant—that might’ve had something to do with looking through a roof-mounted periscope (no windows) and/or with a single rear wheel rotating sideways up to 90 degrees to steer a wobbly, front-wheel-driven design. David LaChance, our esteemed colleague at Hemmings Motor News, tested a street-licensed reproduction (improved with see-through glass) for the September 2024 print edition and pronounced it “the one car that actively tried to kill me.” Bucky Fuller would have better luck with another invention that still looks weird after seven decades, but probably hasn’t killed anybody: the geodesic dome, patented in 1954.
Photographer: Dave Wallace
Date: May 2004
Location: National Automobile Museum; Reno, Nevada
At Monterey Car Week in August 2025, Gordon Murray Special Vehicles (GMSV) debuted the Le Mans GTR, a track-focused supercar paying homage to the sleek, high-downforce “longtail” endurance racers of the 20th century. Limited to just 24 units—one for each hour of the legendary 24 Hours of Le Mans—this V12-powered masterpiece was commissioned by private collector Joe Macari and sold out immediately.
A Modern Longtail Philosophy
While drawing on racing history for its inspiration, the Le Mans GTR represents a new chapter for the Gordon Murray Group, emphasizing pure, driver-focused performance over raw power statistics. It leverages the renowned naturally aspirated Cosworth V12 engine and six-speed manual transmission from the GMA T.50 but swaps the T.50’s signature rear fan for a new, aggressive aerodynamic package.
The aero setup is engineered for ground effect without a fan, featuring a deep front splitter, side skirts, and a full-width rear wing that replace the T.50’s active system. This design, refined using Murray’s Passive Boundary Layer Control, results in a low-drag, high-grip package that balances aesthetics and aerodynamic function.
Refined for the Track
Beyond its new bodywork, the Le Mans GTR is purpose-built for the circuit. The car features a stiffer and lighter suspension, a wider track, and larger Michelin Pilot Sport Cup 2 tires to improve handling and cornering. A solid engine mounting system enhances driver feedback by eliminating compliance without excessive noise and vibration, and larger front and side-pod intakes improve cooling.
The track-inspired ethos continues inside, where the cockpit has been pared back compared to the T.50. A redesigned dashboard, new switches and dials, and reworked seat cushioning and pedal pads create a focused driving environment. The auditory experience is heightened by a roof-mounted ram-air intake that pipes the sound of the high-revving 12,100-rpm V12 directly into the cabin, an “orchestral” element for the driver.
A Collector’s Item From the Start
As a bespoke offering from the new Gordon Murray Special Vehicles (GMSV) division, every aspect of the Le Mans GTR reflects the vision of both the customer and the legendary designer. All 24 planned units are already allocated, with first deliveries expected in 2026. While pricing remains undisclosed, this track machine is already a certified collector’s item and a testament to Murray’s enduring philosophy of lightweight engineering, analog driving feel, and breathtaking design.
Hold on to your hats, ’80s kids and modern driving enthusiasts! Toyota has unleashed a bolt of pure, unadulterated excitement with the announcement of the 2026 Corolla Hatchback FX Edition. This limited-edition model isn’t just a new trim level—it’s a vibrant and athletic homage to the legendary AE82 Corolla FX16 of the 1980s.
The Corolla FX16 was Toyota’s pocket rocket of the 1980s, transforming the reliable-but-mild-mannered Corolla into a front-wheel-drive hot hatchback that could seriously tear up the streets. It was also the first Toyota ever assembled in the United States when it was built at the NUMMI plant in California. The sportiest version, the FX16 GT-S, was a thrill ride powered by the legendary 4A-GE engine, the same 1.6-liter, 16-valve, twin-cam masterpiece that powered the first-generation MR2 sports car.
Toyota Ignites Nostalgia with the 2026 Corolla Hatchback FX Edition
Right from the start, the FX Edition makes a powerful visual statement. Building on the already sharp SE-grade Corolla Hatchback, this special edition adds an eye-catching black vented sport wing for both aggressive flair and improved aerodynamics. But the true showstopper? The stunning 18-inch gloss-white-finished alloy wheels with black lug nuts that provide a jaw-dropping “wow” factor, especially when paired with the available Inferno orange or Blue Crush Metallic paint. Finishing the retro-inspired look is a heritage-inspired rear badge, a direct nod to the iconic FX16 of yesteryear.
Interior Accents That Pop
The dynamic exterior is just the beginning. Inside, the FX Edition boasts new black Sport Touring seats with suede inserts and bright orange stitching. This energetic pop of color isn’t limited to the seats, either—it continues on the door panels, steering wheel, and shifter boot, creating a cohesive and exciting cabin atmosphere. Drivers will also appreciate the standard 7-inch digital gauge cluster, offering customizable layouts to keep vital vehicle information front and center.
Modern power and features
While its heart is in the ’80s, the FX Edition is packed with modern tech and performance. It’s powered by the 2.0-liter Dynamic-Force inline four-cylinder engine, producing a peppy 169 horsepower and 151 pound-feet of torque—a significant boost over the original standard FX16. The continuously variable transmission (CVT) is specially tuned for a sportier feel, and paddle shifters allow drivers to cycle through 10 simulated gears for a more engaged driving experience. Despite the sporty additions, it maintains an efficient, manufacturer-estimated 33 combined MPG.
The car uses a Continuously Variable Transmission (CVT) with a manual mode, specifically a Dynamic-Shift CVT, which is the same transmission found in other Corolla trim levels. Toyota uses this transmission across its gas-powered Corolla lineup to balance smooth acceleration, responsiveness, and fuel efficiency.
The FX Edition also comes standard with the full suite of Toyota Safety Sense 3.0 driver-assistance features, plus standard wireless Apple CarPlay and Android Auto on an 8-inch touchscreen.
A limited-edition legend reborn
Toyota is building only 1,600 examples of the Corolla Hatchback FX Edition for the US market. This limited run ensures that the FX Edition will be a truly special car for the lucky few who snag one, cementing its status as a collector’s item in the making.
The 2026 Corolla Hatchback FX Edition replaces the 2025 Nightshade edition and is expected to arrive at dealerships in the fall of 2025. It is priced at $27,975 (including destination charge).
