Journal Classic Cars

Having recently completed a 2,000-mile road trip in my 1994 Ford F-250, I can confirm that it wins an award as the least fuel-efficient vehicle I have ever owned (out of 50-plus vehicles). It is powered by a massive 7.5-liter (460ci) big-block V8. Even the truck’s original window sticker omitted city and highway EPA ratings; it just said, “Not Applicable to this Unit.”

I’m not sure how Ford got away without publishing the figures, but my real-world experience shows that the truck achieves between 8 and 10 miles per gallon on average. Hey, at least it has dual tanks with a combined fuel capacity of 37 gallons. And when it comes to brute power and towing, a thirsty V8 is always up to the task.

The Pick of the Day is a 1989 Ford-F250 XLT Lariat pickup listed for sale on ClassicCars.com by a private seller in Huntington, New York.

Drivetrain details are not specifically called out in the listing, but based on the photos, we can narrow things down. The “EFI” badge on the front end tells us the truck is two-wheel drive and has a fuel-injected gasoline engine. More than likely, it has 5.8-liter or 7.5-liter V8. Mechanically, a great deal of work has been performed during the seller’s ownership, including replacement of the fuel tanks and pumps, fuel transfer valve, steering box, tires, spark plug wires, transmission pan gasket, timing chain cover gasket and water pump.

The Desert Tan Metallic and Colonial White exterior color combination look a lot like Jason’s F-Series that we featured on The Journal a couple of years ago. Exterior features include running boards, swing-away tow mirrors, pinstriping, a sliding rear window and a drop-in bedliner. The condition is extraordinary. The seller says the paint on the hood and roof has been resprayed, so that explains part of it. The tan cloth bench seat is in nice condition, and the cab is well-optioned with niceties like power windows, power door locks and (newly converted) air conditioning.

All in all, this “bricknose” eighth-generation F-Series is one of the nicest I’ve seen in the marketplace in recent months. For anyone looking for a classic, reliable work truck with a nostalgic feel, look no further. What it lacks in fuel economy, it more than makes up in heavy-hauling capability.

“The truck is 100% ready to go,” the listing concludes. “Drives great.”

The asking price is $14,000.

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

I often get a kick out of special-order cars. It’s enjoyable to see a vehicle that’s outside the realm of its standard configuration. However, sometimes the term “special-order” is misused—often for good reason.

It’s a concept missing from most mainstream brands today but, in the past, it was possible to order a vehicle that strayed from regular-production configurations. Want a color that matches the ’65 Pontiac your father had? Pay extra (and, likely, a non-refundable deposit) and you could get your wish.

Or are you in the market for a Cadillac but wish for more contrast in the interior? That’s what the original owner of this 1960 Eldorado Seville did—(s)he specified a Heather leather interior with White inserts.

This was an easy job for Cadillac because it offered both Heather and White as available choices. In fact, Cadillac asked that seven parts of the interior combination be specified.

In the 1960 Cadillac Optional Specifications Manual, there is a section in handling special-orders. Cadillac has available an extra-charge trim program which permits the ordering of standard upholstery materials in special combinations of cloth, leather and coated fabrics. The factory does not wish to solicit this business. It is offered as an extra Cadillac service to accommodate owners who have individual desires in the accoutrement of their car’s interior.

An average of six weeks is required to produce a special trim order. This time factor applies to any deviation from standard, even though it may be a single item such as the headlining, carpets, top boot or bolster.

No matter how seemingly minor, whenever a deviation from a standard trim combination is necessary, the entire order must be removed from regular production and processed individually. This is due to the intricate patterns from which multiple sets of components are cut making it impossible to change or substitute just one part or section, such as the bolster or top boot on a Convertible, without handling the complete order on a special basis … The cost will usually be the same whether a single item is changed or if several variations are made.

Remember, this is Cadillac, which likely gave more leeway for customers to special-order vehicles than lesser brands. And this was 1960, which was a different environment than a decade later when Oldsmobile offered four special-order colors.

The 1970 Oldsmobile brochure shows a quartet of “special-order colors available”: Nugget Gold, Aegean Aqua, Rally Red, and Sebring Yellow, with the latter two restricted to intermediates. However, if the factory offered these colors, could they truly be considered special-order or are they simply extra-cost? The issue of semantics and marketing rear their head, and the debate has no easy answer. My opinion? Not special-order.

Another special-order reference I sometimes see relates to a car that was ordered by a customer instead of a dealership. “My dad special-ordered this car at Kirkwood Dodge. He specified the 440 engine, TorqueFlite, and Limelight paint,” one could say, but nothing about this suggests anything veered off the order form. I’ve come to terms that people sometimes consider a retail order a special-order, but it’s not.

Ford products have an advantage in distinguishing special-order cars. On the data plate, there generally is a two-digit DSO (District Sales Office) that reflects a region in which the car was ordered. Generally, they’re larger cities, but they’re based on a population spread, so Newark, New Jersey had its own DSO identity within the network despite its proximity to New York City.

However, special-orders will consist of six digits instead of two. The first two are the usual DSO numbers, but the subsequent four are special-order numbers that correspond to either a Domestic Special Order (which includes such “regular” cars as the Boss 429, Shelbys, and Cougar GT-Es), Foreign Special Order, Paint & Tire Order, or Special Production Order. Six digits is your key in learning if your Ford Motor Company product is something different from the norm.

Can you think of other instances?

If you live near St. Louis or anticipate passing through in the near future, then we’d recommend giving yourself time to visit the Saint Louis Art Museum for the exhibit Roaring: Art, Fashion, and the Automobile in France, 1918-1939.

Curated by noted automotive expert Ken Gross, Roaring “explores the transformative role of the automobile in pre–World War II France and highlights innovations across art and industry by those who embraced it as a provocative expression of the modern age. This expansive exhibition features paintings, photographs, sculpture, furniture, films, fashion, textiles, and 12 historic automobiles.”

In case you didn’t know this, automotive designers are almost like fashion designers—they use their skills to make figure and form look better to admiring eyes. And as Paris had been the traditional hub for fashion at the time, the French took their automotive designs seriously. “As driving became more comfortable, motoring fashions evolved into stylish wardrobe staples. Magazines portrayed liberated women dressed in knit sportswear driving convertibles … With an open, interdisciplinary approach, Roaring illuminates the rich ecosystems that nourished this golden age of French automotive design.”

The exhibit is divided into six sections, with the 12 cars being among more than 160 works from notable institutions and private collections from Europe and North America. There even is an exhibition catalog (more like a book on the exhibit) with contributions from seven authors that tie it all together.

This exhibit will continue through July 27, 2025. If you cannot attend, the best Plan B is to listen to the audio tour where you can hear from experts about the transformative role of the automobile in France before the war. If are able to attend, then you may also be interested in the exhibit In Search of America: Photography and the Road Trip, which runs through October 19, 2025.

We usually (and rightfully) associate the 1960s-era Chevrolet Chevelles with high-performance two-door muscle cars, but the reality is, a good number – a majority, in fact – of the Chevelles sold during that decade were family-oriented sedans built for the masses. Station wagons, too, were popular during that time for their unmatched versatility.

But here’s the thing: Just because a car looks like a cargo-hauler doesn’t mean it can’t have a powerful drivetrain, a manual transmission, and a mean-sounding exhaust system. Best of both worlds? You’re looking at it.

Featured on AutoHunter is this 1966 Chevrolet Chevelle Malibu Wagon. The car is being sold by a dealer in Oregon City, Oregon, and the auction will end Tuesday, June 10, 2025, at 12:00 p.m. PDT.

The car is ready for a cross-country road trip, complete with a luggage rack, newer tires and a replacement engine. According to its trim tag, the car was built in Fremont, California, in November 1966 and finished in Willow Green with a Medium Fawn and Light Fawn imitation leather interior. The interior, which has a two-row-bench layout, is now upholstered in black vinyl.

Chevrolet based the first-generation Chevelle on the General Motors A-body platform. It slotted in the hierarchy as a midsized vehicle and, in the Chevy lineup, it bridged the gap between the compact Chevy II and full-sized models. The Pontiac Tempest, Buick Special and Oldsmobile F-85 were all Chevelle-related models from a chassis engineering perspective.

One magazine ad for the ’66 Chevelle station wagon said, “What did you buy a Chevelle Malibu wagon for?” It then listed out in two columns some of the reasons why men versus women liked the car. On one side, it talked about the long-load floor, full coil suspension and V8 for handling and power. On the other side, it mentioned the soft seats, handling and “Magic Mirror” finish. In other words, the Chevelle station wagon offered something for everyone.

Power for this car, which the listing says was restored within the last five years, comes from a replacement 350ci small-block V8 that features a four-barrel carburetor, polished aluminum intake manifold, and a chrome air intake. A valved dual exhaust system with cutouts has been added so, despite its grocery-getter style, it has a muscle-car growl.

So load up your luggage and fill up the tank, because this is one “muscle wagon” that is ready to work – and play!

The auction for this 1966 Chevrolet Chevelle Wagon ends Tuesday, June 10, 2025, at 12:00 p.m. (PDT).

Visit the AutoHunter listing for more information and a photo gallery

The problem with Chevrolet muscle cars is that many were performance packages, so you need documentation in order to prove their provenance. However, our Pick of the Day is one of the few hi-po Chevrolets that has its pedigree baked in the VIN. This 1972 Chevrolet Nova SS is listed for sale on ClassicCars.com by a dealership in Lenexa, Kansas.

Make a list of primo Chevrolet muscle cars and there’s a good chance documentation is the only way to prove it is what it is. 1961 409 Impala SS? Nothing will tell you whether it came with a 409 or the SS package. L78 1966 Chevelle SS 396? Sorry, you’re SOL—the VIN will tell you it’s a real SS, but nothing will tell you which version of the Rat motor was originally installed. Ditto the L79 1966 Nova SS. What about a first-gen Camaro Z/28? The data plate may hold a clue, depending on the model year. And the hallowed LS6 Chevelle? Nothing will give you info on whether it’s an SS 454 or which 454 it was built with, again unless you have original documentation.

The 1972 Nova SS doesn’t suffer from this problem. No, the Super Sport package is not reflected in the VIN, but the engine is. Nineteen seventy-two was the first year General Motors put the engine code in the VIN, which helps collectors to no end, and the Super Sport’s engine was an exclusive, so it wasn’t available on any other Nova. That means if you find a Nova with a “K” in the fifth character of the VIN, you will have an authentic Super Sport. The L48 350, which first appeared in the Nova SS in 1968, was now rated at 200 net horsepower after producing 270 gross horsepower the year before. Most of the drop had to do with the rating method rather than an actual drop in horsepower.

Through 1968, the model was known as the Chevy II, with the Nova and Nova SS being the highest trim levels. Starting in 1969, the Chevy II name was dropped and all were now known as Novas. From 1968-72, the Chevy II/Nova evolved little, featuring detail changes that would require a discerning eye to determine the model year. Starting in 1973, with federalized requirements for the front bumper, Chevrolet’s compact received its first restyle for its generation.

As such, the 1972 Nova SS is the last of the desirable Novas. However, this 1972 Chevrolet Nova SS  stands out for other reasons, as it has only 33K miles on the odometer. It has “the original window sticker, Protect-O-Plate, new vehicle inspection from the original dealer, maintenance logs, [and] owner’s manual, many historical and restoration photos will be included in the sale,” says the seller. Aside from its numbers-matching 350, it is equipped with a Muncie four-speed manual transmission, power front disc brakes, and Flowmaster exhaust system. Vintage aftermarket items include a column-mounted tachometer, Thrush headers, Lakewood traction bars and subframe connectors, Accel SuperCoil, Weiand intake, and Holley carb. It’s painted Golden Brown with a Light Covert cloth and vinyl bench seat—can you think of a more 1972 color combo?

Sure, the big-block 396 often seems the way to go, but those weren’t built past 1970, and it takes a lot to prove that it’s real. This 1972 Nova SS requires little fuss and offers peace of mind that no other Nova SS can offer. For $59,900, isn’t it worth the peace of mind?

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

Making one change can lead you down a slippery slope. Modifying cars is a great example. Say you want to lift your XJ Jeep Cherokee for a little more ground clearance. Once you raise it up about three inches, you realize your tires look a little wimpy, so you upgrade them to chunkier all-terrains. Those changes enable you to take on more challenging trails, which means you need to protect the body of your rig with a brush guard and rock sliders, and on and on and on. Whoever altered our Pick of the Day, a 1949 Packard Eight Station Sedan posted on ClassicCars.com by a private seller in Colorado, seems to have made that same rapid descent.

This Station Sedan (which looks an awful lot like a wagon) was recently restored inside and out, according to the seller. The bathtub-like exterior was repainted in the current cream color and accented with fresh chrome and new wood trim on the greenhouse, doors, and rear end. A new set of wide-whitewall tires makes sure this woodie can log miles for years to come.

The cabin also got some attention when the seating was reupholstered with brown vinyl and red, orange, and black plaid fabric inserts, which give this unusual vehicle a bit of an outdoorsy flair. Those colors also coordinate well with the brown dash and door panels, and tan carpeting. An automatic transmission and power steering add convenience to that style.

On the way to the bottom of the slippery slope of alterations, the seller made a major change under hood. Unlike many of its competitors, Packard was slow to offer a V8 of its own, instead carrying on with its straight-eight. That changed in 1955, by which time the Station Sedan had been out of production for five years. Luckily, this ’49 was upgraded with a 425ci V8, albeit one from Cadillac.

Whether you call this 1949 Packard a sedan or a wagon, just know that if you want to call it yours, it’ll take $42,500.

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

When Hyundai spun off Genesis as its standalone luxury brand, it had capital, resources, and expertise to draw upon, but none of those guaranteed the upscale division’s success in a space populated by juggernauts such as Mercedes-Benz, Audi, Lexus, and BMW. Genesis has done something (actually, a lot of things) right because 2025 marks its 10th anniversary. It’s also brings a refreshed G80, which has new exterior and interior styling as well as updated technology. I recently spent a week in the flagship model of the range: the G80 3.5T Sport Prestige.

As its name implies, the 3.5T Sport Prestige comes equipped with a 3.5-liter V6 engine, which has twin turbos that boost output to 375 horsepower and 391 lb-ft of torque. Like the rest of the G80 range, the top model has an eight-speed automatic and all-wheel drive.

The Sport Prestige suffix is also self-explanatory. It combines luxuries such as Nappa leather, carbon fiber trim, and a suede-like microfiber headliner with performance-focused features that include a head-up display, Sport+ drive, limited-slip rear differential, and rear-wheel steering. In its most basic form, the G80 3.5T Sport Prestige has a starting price of $77,000. My test car’s optional Cavendish Red paint and NFC card raised its as-tested price to $78,930.

This year’s mid-cycle refresh updates the front and rear fascias. Like its 2025 GV80 SUV sibling (which we reviewed here), the G80 gets upgraded headlights with Micro Lens Array technology that’s essentially designed to provide better illumination without being a nuisance to other drivers on the road. Only the 2.5T models have new wheel designs, but all models now come with four-piston monobloc front brake calipers. Genesis made minor revisions to the G80’s rear end, stopping short of doing away with its crest-shaped exhaust outlets as it did with the GV80.

The 2025 G80’s interior revisions are much more noticeable, especially in the G80’s available Sevilla Red and Obsidian Black color scheme. Everything in front of the driver and shotgun passenger is new. Once separate units, the gauge cluster and infotainment screen have been combined into a massive 27-inch OLED display, which protrudes from a new dashboard. A revised steering wheel replaces the outgoing unit. The redesigned center stack houses a touch-sensitive panel for the HVAC controls and flows into an updated center console.

Over the past several years, I’ve tested multiple Genesis models, including the pre- and post-refresh versions of the G70, GV80, and second-generation G80. One of the many things that the brand has done right is not only make attractive vehicles, but vehicles with an immediate identity. When you see those Two-Line headlights or taillights, you know right away which brand of car they’re on. While not as visually singular inside, Genesis models look and feel worthy of their price tags, joining flashy modern tech with flowing lines, elegant materials, and soft-touch surfaces. On the road, they have the refinement and composure – as well as the power – expected from luxury vehicles.

All of those things are true of the 2025 Genesis G80. While it is an example of the brand’s characteristic strengths, its execution in certain areas does leave something to be desired. Yes, the OLED display is impressively large, but it was artlessly inserted rather than integrated into the gracefully shaped cabin around it. In most scenarios, the electronically controlled suspension did a fine job of insulating me from the road’s imperfections. However, no matter how cushy it happened to be, it couldn’t mask the weight of the G80’s wheels. More of the G80’s shortcomings became apparent once I tested out the “Sport” in “Sport Prestige” on curvy roads. They certainly weren’t from a lack of effort; Genesis threw a lot of software and hardware into making the G80 handle better. Think of it in terms of sports: A regular person might perform better with good equipment and the right shoes, but no amount of gear is going to give him or her the abilities and spirit of a natural athlete. Although the G80 3.5T Sport Prestige has ample power and easy-to-modulate brakes, it inherently lacks those crucial traits.

To learn even more about the 2025 Genesis G80 3.5T Sport Prestige and see it in action, watch my video review below.

Click above and watch our full video review on YouTube!

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Well, that didn’t last long. Ram nixed the Hemi V8 from its half-ton truck lineup for 2025 in favor of standard- and high-output versions of its Hurricane twin-turbo 3.0-liter I6, but now comes news from Stellantis that it’ll be available on the 2026 Ram 1500.

Ram CEO Tim Kuniskis didn’t provide a noncommittal, sanitized quote about the reversal of course—he was blunt and brutally honest, saying, “Everyone makes mistakes, but how you handle them defines you. Ram screwed up when we dropped the HEMI—we own it and we fixed it.” Kuniskis added, “At the end of each month, we count sales to customers, not to statisticians or ideologues. Data be damned—we raise our flag and let the HEMI ring free again!”

If that’s the battle cry against forced induction and turbos being the replacement for displacement, then a ram’s head attached to a Hemi V8 is the movement’s Symbol of Protest.

Ram didn’t give the Hemi 5.7-liter V8 with the eTorque mild hybrid system a bump in output (which remains 395 horsepower and 410 lb-ft of torque), but it did couple the engine with a standard performance exhaust system and a 33-gallon fuel tank.

As popular as the Hemi is, it’s not the most powerful or capable engine in the Ram 1500’s arsenal. According to Ram, a 1500 with the eTorque Hemi has a payload capacity of 1,750 pounds and a towing limit of 11,470 pounds. The automaker’s consumer website shows the less potent Pentastar 3.6-liter V6 with eTorque has a higher max payload rating of 2,370 pounds. The base Hurricane I6 blows out 420 horsepower and 469 lb-ft of torque, and can transport up to 1,980 pounds of payload and tow as much as 11,550 pounds. Opting for the high-output Hurricane bumps the stats up to 540 horses and 521 lb-ft, although the payload and towing specs can’t match those of the Hemi.

You might not have to wait as long as you think to get a new Hemi-powered Ram 1500. The consumer website says, “Now available on select 2025 Ram 1500 models, the HEMI^® V8 engine you’ve been craving is back. Go get it.” However, the official press release distinctly mentions the 2026 model and that the new Hemi trucks will be in Ram dealerships this summer. Either way, the Hemi is coming back to Ram’s light-duty pickup. Does this mean there’s a chance Dodge will offer the beloved V8 in the new Charger?

Sure, that’s a headline you’ve probably seen on many other websites, but here at The ClassicCars.com Journal, we try to offer a take that’s different from the usual tired cliché words and phrases such as “iconic” and “legend.” Nonetheless, Muscle Car Campy raises a valid question regarding Chevrolet’s LS6 Chevelle, the car that carried the highest horsepower rating in the era.

Though the 1970 Chevelle SS 454 with the LS6 engine is not rare, there are several variations that are rarer than others. The quintessential version is red with Cowl Induction with black stripes, but that was not the standard configuration. If you ordered any Chevelle with the SS package (Z25 for the 396 or Z15 for the 454), you’d receive a domed hood, among other equipment. If you wanted the stripes, that was code D88, but if you wanted the ZL2 Special Ducted Hood Air System (a.k.a. Cowl Induction), the stripes were included. Many will agree that the latter was the most popular configuration, though there’s no way to support that with factory documentation.

If you’re like me, you like stripes on a performance car, but there’s something to be said about a Chevelle Super Sport without the stripes—your eyes focus on it differently. To my eyes, the lack of stripes makes the Chevelle look ripped, like it’s wearing a shirt bursting at the seams.

Join Muscle Car Campy as he guides us through David Povio’s 4.10-geared LS6 Chevelle. Aside from featuring the standard domed hood without stripes, it is also a bench-seat, four-speed car, making it more distinctive than all the red and black Chevelles out there.

Imagine winning two brand-new cars – a 1969 Chevrolet Camaro and a 1969 Chevrolet Corvette – in a sweepstakes. That was a very real opportunity in late 1968 as a grand prize award at a Texas dealership. While our high-level internal research didn’t uncover the names of those who won the cars, hopefully one of our savvy readers will have information – or at least a recollection.

The inquiry came about because I was reviewing some artifacts left behind by a family member who passed away some years ago. One of them was a yellowed old newspaper – the Fort Wolters Trumpet, dated Friday, September 27, 1968. Jack Ferrill, of Jack Ferrill Chevrolet in Weatherford, about 30 miles west of Fort Worth, had reserved the entire page 8A for an advertisement about the “Super Sport Sweepstakes.” The prizes were laid out as follows:

• Grand Prize: 1969 Corvette Coupe + 1969 Camaro SS Rally Sport Coupe + $1,000 cash
• 2nd Prize: 1969 Impala SS 427 Sports Coupe + $500 cash
• 3rd Prize: 1969 Chevelle Malibu SS 396 Sports Coupe + $500 cash
• 4th Prize (50 Winners): Magnavox Townsman portable color TV
• 5th Prize (6,500 Winners): Kodak Instamatic Hawkeye R-4 camera

At the time, Ferrill’s dealerships were offering a $1,500 discount on all 1968 Chevrolets – the newer models were landing, after all. The fine print said that entries (for which no purchase was required) were due November 9, 1968, and winners would be notified by December 15, 1968.

I did find out that other dealerships had the same promotion, so this was a bigger event than just a Jack Ferrill marketing tactic. One was W&J Chevrolet in North Canton, Ohio, which ran an ad in the Sun on September 25, 1968. Another was House Chevrolet Co in Silverton, Texas, which ran an ad in the Briscoe County News on September 19, 1968. They were collectively pushing this promotion pretty hard at various dealerships around the country.

Being a numbers geek, I had to crunch the values of the prizes at stake. As we would have expected, the cars ranked in values from high to low in order of prize hierarchy. The grand prize winner received about $8,209 worth of vehicles and $1,000 in cash. The Magnavox televisions (quantity of 50) and the Kodak cameras (quantity of 6,500) were big-ticket items at $79 and $40 each respectively. The cameras alone came out to $260,000 in prize winnings.

So, the total? $280,828 in January 1969 dollars, which comes out to $2,530,567 in 2025 dollars.

Yeah, this was a pretty big deal – which makes me wonder if any such giveaway has been attempted prior or since. Incidentally, I did come across a website that mentioned something about Jack Ferrill’s dealership going bankrupt by 1970. Oh, and along the way, I learned that the word Magnavox is Latin for “great voice.” I love these little investigations.

So, where are those sweet Super Sports today?