This 1933 Ford began as an original Fordor sedan that was purchased by its current owner in 1959, and around 1995 it was turned into a full-fendered street rod. The car was repowered with a fuel-injected 5.7-liter LT1 V8 paired with a four-speed automatic transmission. It rides on Boyd Coddington alloy wheels with staggered tires and has been fitted with a Mustang II-style front end with disc brakes and power steering. Inside, a power-adjustable bench is joined by a tilt steering column, air conditioning, a Lokar shifter, a hidden stereo, and modern gauges. This Fordor street rod is now offered at no reserve on dealer consignment in Pennsylvania with a specifications summary, a binder of service records, and a New Jersey title.
The selling dealer tells us the body is original Ford steel, and it has been painted Washington Blue with two-tone pinstriping. It has a louvered hood, a covered rear spare, cowl lights, and a chrome grille insert. Damage to the front bumper, valance, and grille was incurred while parked in the owner’s garage, and the damaged front bumper has been removed and is shown at the end of the gallery below.
The car rides on a Mustang II-style front end with power steering and Wilwood disc brakes, and the frame has been boxed and reinforced. The Boyd Coddington 15″ alloy wheels are mounted with 185/65 and 235/75 Kumho tires. ’78 Maverick rear wheel cylinders and a power booster were also used along with Posies rear leaf springs and a Panhard bar.
The customized cabin has a power-adjustable bench joined by a tilt steering column, air conditioning, a Lokar shifter, and a hidden stereo. The air conditioning system was overhauled in 2018, and the front windows are powered.
The two-spoke wheel has controls for the functional cruise control system. The 17k miles on the cluster represent the distance driven since completion of the build.
The Corvette-sourced fuel-injected LT1 5.7L V8 was installed in 1996, and it has a Street & Performance intake and wiring harness. Headers and a Walker radiator were also used, and the engine is linked to a 700R4 automatic transmission that was rebuilt in 2005.
Additional photos of the undercarriage are included in the gallery.
A specifications summary is provided by the current owner.
The car is titled as a 1933 Ford using VIN I8430850, and the current New Jersey title carries a prefix of “1”.
The 1990s witnessed a surge in automotive innovation, with manufacturers investing heavily in engineering to create vehicles that were both advanced and reliable. Many of these models, though not always celebrated in their time, showcased remarkable ingenuity and set new standards for performance and durability. This era produced cars that, even today, continue to impress enthusiasts and collectors alike.
Part of owning a classic car is recognizing—and accepting—the fact that you have to “expect the unexpected.” When I set out on a recent 2,700-mile road trip from Phoenix to Vermont for this year’s National Acura Legend Meet, I carried a trunk full of replacement parts. After all, I was 100% aware that, at a moment’s notice, I could need an alternator, starter, main relay, gallon of coolant, or a myriad of other things. I’ve also gotten in the habit of carrying a full-sized spare tire. A car with nearly 600,000 miles on the odometer could be a ticking time bomb.
But of all the times to experience to a critical part failure, I didn’t anticipate it would be on the first day of a five-day cross-country adventure . . . in a rural part of Arizona . . . on a holiday weekend, just a few hours from home. That’s how things played out, and it was thanks to a small mom-and-pop car repair facility that I miraculously continued my journey later that same day and made it to my destination three time zones away, on perfect schedule later in the week.
It was about 12 miles west of Holbrook, Arizona, when the battery light illuminated in my car. I had flashbacks of the previous time it had happened 16 years ago, just outside Las Vegas. That had been about 200,000 miles prior, so it was not shocking. It was, however, inconvenient. I managed to get the car to a truck stop just west of town and started the process of running through phone numbers for any and all repair facilities I could find. Unfortunately, Holbrook is a town of fewer than 5,000 people, most of whom were already enjoying Labor Day weekend. I only managed to go through several places, some of which referred me to mobile mechanics or other resources. I did manage to find one shop that would install my part, so I limped the car there using a battery jump pack (another handy lifesaver, I’ve learned).
Unfortunately, after waiting an hour and a half, I determined I’d been stood up. In a bit of desperation, I took to the phone again. This time, I even called the businesses that said “Closed” according to Google. To my surprise, a voice answered the phone at Arizona Auto Service on Route 66. I explained my predicament and they said, “Bring it down.” Somehow, I was again able to start the car and drive about three more miles just before my battery pack lost voltage and I had to coast to the side of the road about a half-block from the facility. (Incidentally, Arizona Auto was located just several blocks from the Wigwam Motel.)
The hospitality that I experienced next was unprecedented. The shop was bustling with activity—deep in preparations for an upcoming demolition derby at the Navajo County Fair. But they dropped what they were doing, helped me push the car to a service bay, and got to work with the install. Meanwhile, I got to know the family members who were there and even watched them paint some accessories for the demolition derby cars. In short order, the shop foreman, Frank, said I was good to go and asked me to fire up the car so he could test the voltage output. Everything checked out, and my sense of optimism reached new heights.
I insisted on paying more for the alternator installation than Frank wanted to charge me. I also insisted on letting him take a picture with the entire crew before I continued my journey. I drove away with a deepened appreciation and respect for the compassion of people in the automotive community who are willing to help one another. The experience solidified my conviction that the automotive community is one big family.
As a follow-up expression of gratitude, I reached out to Arizona Auto the following week to let them know that my new alternator got me to Vermont successfully, and I wished them luck on the demolition derby. Maybe next year I’ll join them!
Collector Car Network Media got a close look at one of the most talked-about concept cars on the Pebble Beach Concept Lawn this year: the Attucks Apex AP-0, which is backed by musician and car enthusiast Wyclef Jean.
In this video, we break down what makes this electric supercar unique, from its ultra-light carbon fiber monocoque and exposed aero-focused design to its 650-horsepower rear-mounted motor and sub-2.5-second 0–60 mph time. What could this mean for the next generation of supercars? Tell us your thoughts in the comments below.
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Sometimes, the only thing “classic” about a classic car is the model year listed on its title. Here’s one example of a car that went through a nut-and-bolt refresh and is just as youthful as the day it was new: this 1955 Chevrolet Bel Air Custom Convertible featured on AutoHunter. It is being sold by a dealer in Paso Robles, California, and the auction will end Friday, September 26, 2025, at 12:30 p.m. (PDT).
While staying true to its original body lines, the car has modernized and enhanced in every mechanical aspect. During a frame-off restoration that was completed in 2024, it received a custom chassis from Newman Car Creations. Take a look at the underbody photos included in the listing—it’s essentially a brand-new car despite its “official” age being 70 years old.
The 1955 Chevrolet is undisputed American icon; it paved the way for the 1956 and 1957 models that would complete the “Tri-Five” series. The American Tri-Five Association is just one of any nationwide organization dedicated to the display, restoration, preservation, and appreciation of such cars. Next year’s Tri-Five Nationals will be held August 15, 2026, in Bowling Green, Kentucky. A 1956 Chevrolet will be given away too!
Exterior features for this clean, custom machine include a Cobalt Blue and Pearl White two-tone paint job, dark blue power-retractable top, chrome brightwork, and dual side mirrors. Grip comes from a set of BFGoodrich tires wrapped around 17-inch American Racing polished aluminum wheels.
The cabin has its share of upgrades, too, starting with front bucket seats and a custom center console, courtesy of Dave Stoeckel of Fresno, California. Features include a Vintage Air A/C system, power windows, tilt steering column, and Bluetooth-compatible audio system. The odometer reads 1,630 miles, but title reads mileage-exempt.
We’ve talked in the past about how GM “LS” engines have become so popular in restomod-type restorations (here’s a story from a number of years ago that gives an overview of LS history). True to tradition, this car employs an LS2 6.0-liter V8 mated to a 4L60E four-speed automatic transmission. But the build doesn’t stop there, as the Chevy also has a Magnuson supercharger and has been dyno-tested to produce 450 horsepower.
For those not familiar with Magnuson Superchargers, the Ventura, California-based company was founded about 40 years go. It produces a wide range of supercharger systems, most of which are straightforward bolt-ons that use Eaton rotors. While results vary by application, Magnuson says most applications elevate a stock vehicle’s performance by as much as 45%.
The engineering upgrades don’t stop there, as the build sheet also includes a carbon-fiber driveshaft, C4 Corvette suspension, Wilwood four-wheel power disc brakes, and Flowmaster dual exhaust system. Overhauled? I’d say so. In fact, I’d dare say this ’55 is ready to drive to Bowling Green for next year’s Tri-Five Nationals—no matter how far that drive may be.
The auction for this 1955 Chevrolet Bel Air Custom Convertible ends Friday, September 26, 2025, at 12:30 p.m. (PDT). The winning bidder will receive restoration photos, an owner’s manual, and build receipts.
There seems to be a misconception that the Mercury Cougar was a luxury variant of the Ford Mustang, but that is not quite true. Take a look at the interior of a 1967 Cougar and it’s clearly not a luxury pony car. However, the Cougar would eventually turn into a personal luxury vehicle. Our Pick of the Day shows the evolution of this transformation while also playing another role. This 1969 Mercury Cougar XR-7 convertible is currently listed on ClassicCars.com by a dealer in Milford, Michigan.
Some may say, “But what about the XR-7?” Yes, Mercury added leather and wooden touches to the interior, but it could be argued that the interior invoked more of a European GT flavor than anything else. Could that be considered luxury? Maybe, but it still doesn’t make the Cougar a luxurious variant of the Mustang—not compared to the luxury available in a Lincoln.
The Cougar’s first restyle for 1969 was the first step in that direction. The wheelbase continued to be a generous 111 inches, but length grew by 3.5 inches and width by more than two. A sweeping, sculpted body crease similar to that on some Buicks certainly imparted a more upscale image. Inside, even the standard Cougar received an upgrade in appointments. And the XR-7? It continued to be furnished with “supple vinyl upholstery, accented by touches of genuine leather” with the effect now being more luxurious than GT, though Mercury continued to tout the “sports car mystique” with “European style and flair.” Each Cougar model continued to offer standard bucket seats, a floor shifter, concealed headlamps, sequential taillamps, and a standard V8. New on the roster was a convertible, available on the both standard and XR-7 Cougars.
Engines were a mixture of old and new. New was the 351 Windsor; one with 250 horsepower and a two-barrel carburetor was the standard engine for all Cougars. Opt for the four-barrel and horsepower jumped to 290. The importance of this engine cannot be understated because the competition offered several mid-300ci engines, which Ford’s engine portfolio failed to meet toe-to-toe until 1969.
Making a return for the last time was the 390, now rated at 320 horsepower. The top option for the Cougar was the 428 Cobra Jet, which was available with or without ram air induction; when the former was ordered, you received a hood scoop and stripes on the hood. Add the Drag Pak and you’d receive upgraded engine components, an external oil cooler, and 3.91 or 4.30 gears.
By 1972, the second year of the Cougar’s third generation, the XR-7 began to outsell the base model, completing the Cougar’s evolution from upscale pony car to personal luxury coupe and convertible. This Red 1969 Cougar XR-7 convertible plays double duty in another manner: Yes, it has the upscale appointments, but it also has upscale power thanks to an “R-code” 428 Cobra Jet with ram air. Only 96 R-codes were built with an automatic transmission—check out the list of options on the Marti Report: Traction-Lok differential with 3.25 gears, a collapsible spare tire, whitewall F70 x 14 Wide Ovals, power windows, a console, power front disc brakes, power steering with tilt-away feature, hood pins, power ventilation, an AM/FM stereo, Styled Steel wheels, a white power convertible top, and Deluxe seat belts. Retail price was almost $5,100 new. The original buyer worked for Ford so (s)he took advantage of company perks to spec out this vehicle.
LED headlamps and taillights are one update. Air conditioning is another. A third is the white interior with red components, as the original seating material was Dark Red vinyl and leather. None detract from the essence of this vehicle, which is perhaps the most luxurious muscle car out there. Rather than shop for both a classic Lincoln and a Mustang, you can get everything both cars offer in one vehicle for $115,000.
This ’34 Ford is a fiberglass-bodied coupe that was built around 1990 and acquired by its current owner in 1995. The full-fendered, three-window body is painted metallic champagne, and it is mounted on a custom frame with a Mustang II-style front end and a coil-spring rear suspension. The 350ci has a Holley carburetor and headers, and it is linked to a three-speed automatic transmission. The interior has been customized with bucket seats, a Jensen stereo, and a Lokar shifter. This ’34 street rod is now offered by the seller on behalf of its former owner’s estate with transferable New York registration listing the car as a 1934 Ford.
The full-fendered fiberglass body is mounted on a custom frame and painted metallic champagne. It has a chopped top and chrome bumpers. The antenna is missing.
The car rides on 14″ and 15″ wire wheels with staggered tires, and it has a Mustang II-style front end and a coil-spring rear suspension.
Bucket seats and a Lokar shifter were installed along with a Jensen cassette stereo linked to Pioneer speakers mounted in the door cards and behind the seats.
The three-spoke wheel is mounted on a GM column. The five-digit odometer shows under 2,700 miles, approximately 1,500 of which were added under current ownership.
The 350ci V8 is topped by a Holley carburetor, and a Holley fuel pump was also used along with headers and a dual-circuit master cylinder. Power is sent to the rear wheels through a three-speed automatic transmission.
The vehicle is located in a state that does not issue titles to vehicles of its age. It is being offered on its expired transferable New York registration, which serves as an ownership document, and lists the body number shown on the reproduction tag above as the VIN.
This Factory Five Racing ’33 Hot Rod was built by the current owner between 2010 and 2013, and it is powered by a fuel-injected 5.0-liter Ford V8 linked to an AOD four-speed automatic transmission and a limited-slip differential. The composite body is mounted to a powder-coated tubular steel chassis equipped with an independent front suspension, a triangulated four-link rear setup, Koni coilovers, four-wheel disc brakes, and 15” wire wheels with staggered tires. The black cabin features a center console, air conditioning, a Lokar shifter, a Dual CD head unit, Simpson lap harnesses, and AutoMeter gauges. A single windshield wiper, louvered hood side panels, and side exhaust outlets are among the other highlights. This ’33 Hot Rod is now offered by the seller on behalf of the owner with an Arizona title listing the car as a 1933 RCON.
The hand-laid composite body is styled after a 1933 Ford three-window coupe, and it has been finished in black with green pinstriping along the character line. A single windshield wiper was mounted above the windshield, and louvered hood side panels were added after the initial build to aid cooling. Other highlights include a polished grille and headlight buckets, round side mirrors, rear-hinged doors, and side exhaust outlets. The seller notes bubbling paint on the roof.
The tubular steel chassis was powder-coated in green prior to final assembly and features a cantilever front suspension, a triangulated four-link rear setup, and Koni adjustable coilovers all around.
Painted 15” wire wheels wear polished hubcaps and trim rings and are wrapped in 195/60 General Altimax HP front tires and 28×12.00” Mickey Thompson Sportsman rear units. Braking is handled by four-wheel discs.
The cabin features bucket seats trimmed in black upholstery, which extends to the headliner and door panels. A center console with built-in cupholders has been added, and additional appointments include air conditioning, a Lokar shifter, Simpson lap harnesses, and a Dual XDMA6510 CD head unit.
The leather-wrapped billet steering wheel is mounted on a tilt column and sits ahead of AutoMeter instrumentation consisting of a 120-mph speedometer, a 7k-rpm tachometer, and auxiliary gauges. The digital odometer indicates 6,400 miles.
The battery is located in the trunk, and an Optima Red Top unit was installed in 2022. An external fuel filler leads to a 13-gallon fuel tank.
The seller states that the 5.0-liter HO V8 and AOD four-speed automatic transmission were sourced from a 1995 Ford Mustang. The engine is equipped with electronic fuel injection, and the aluminum radiator is cooled by an electric puller fan.
Power is sent to the rear wheels through an 8.8” rear end with a limited-slip differential, 3.27:1 gearing, and a finned aluminum cover. An oil change was performed in June 2025.
The car is titled as a 1933 RCON using the VIN F5R1000199HR. The California Bureau of Automotive Repair sticker identifies it as a 2011 SPCN powered by a 1995 Ford 5L engine and lists an SB-100 status.
Change is coming to the legendary Willow Springs International Raceway. Following its acquisition in April 2025 by a partnership between CrossHarbor Capital Partners and Singer Vehicle Design, America’s oldest permanent road course is undergoing a major revitalization. While preserving its historic charm, the new ownership has already rolled out significant upgrades to two key circuits: the Streets of Willow and the kart track.
This is the beginning of a multi-phase effort to enhance safety and the overall experience for racers and enthusiasts alike. Here’s everything you need to know about the latest updates.
Streets of Willow gets a serious refresh
The beloved 1.8-mile road course, Streets of Willow, has received the most notable changes. The updates were designed to improve track safety and create a more challenging layout.
Fresh asphalt and curbs: The entire circuit has been repaved with new asphalt, replacing the old, cracked surfaces. This is complemented by new internal and external curbs for a cleaner and more consistent driving line.
Revised layout: For safety and variety, several layout changes have been implemented.
New chicanes: Three new chicanes have been added to the layout to manage speeds and add technical complexity. Two optional chicanes are now located between turns 8 and 9.
Modified pit entry: The old s-curve leading to the skidpad has been replaced by a longer, single, decreasing-radius turn.
Removed features: To accommodate these changes, the optional chicane between turns 11 and 12 and the crossovers connecting to turns 4 and 6 have been removed.
Enhanced run-off areas: The perimeter of the course now features more runoff and added gravel, which will help slow down off-track excursions.
The kart track is fully rebuilt
The 0.625-mile kart track was not simply resurfaced—it was completely rebuilt from the ground up. A brand new layer of asphalt has been laid down, ensuring a perfectly smooth surface for go-karts and other small vehicles. Like the Streets of Willow, the track also features new curbing and an updated aesthetic with the raceway’s new green and off-white color scheme.
Upcoming safety and facility improvements
The upgrades announced so far are just the first phase of the raceway’s new era. More improvements are planned for the fall and beyond.
Increased safety barriers: Additional safety measures are being added, including new tire barriers, Armco guardrail, and air fences.
Refreshed branding: A new, stylized checkered-flag logo has been introduced, marking the beginning of a full rebranding effort.
Future amenities: The new ownership group has ambitious long-term plans to transform the facility into a comprehensive motorsports destination. Future developments will include:
Renovations to all tracks, pits, and paddocks.
Enhanced food and beverage options.
A private members’ club hosted by Singer.
A technology hub for race teams.
Retail, storage, and restoration facilities for enthusiasts.
Get a first look at “Willow Springs Reimagined”
To celebrate the first round of renovations, Willow Springs is hosting a special public event titled “Willow Springs Reimagined,” on October 11, 2025. The event will feature an exclusive car show, on-track action, and vehicles from the Petersen Automotive Museum and Singer.
“We are excited to preserve the history of Willow Springs while continuing to make improvements that establish it as the premier venue for motorsport enthusiasts of all kinds,” said Sam Byrne, co-founder of CrossHarbor Capital Partners and representative of the Willow Springs ownership group.
“This is just the first phase of our plans for this iconic facility, and we’re excited to show off the work we’ve completed so far at the Willow Springs Reimagined event on October 11,” Byrne said.
What the updates mean for enthusiasts
For decades, Willow Springs has been a beloved institution, revered for its challenging layout and rustic desert atmosphere. While some may feel nostalgic for the old track, the new ownership group, guided by a team of motorsports experts, is committed to preserving its character while ensuring its longevity.
For track day regulars, racers, and fans, the Willow Springs updates are a significant victory. The new ownership has demonstrated a clear commitment to improving safety and preserving the facility’s legacy, all while investing in a world-class experience for the entire motorsports community. The future looks fast, safe, and brighter than ever for “The Fastest Road in the West.”
Every good road trip has two possible outcomes. The first: you’re blasting down some forgotten stretch of two-lane tarmac, the tach needle dancing in the red, sun shining, windows down, with a soundtrack that’s provided by that angry mill that sits under the bonnet. The second: you’re on the side of that same road, hood popped, sweat pouring, watching the one guy in the group with in a classic Toyota Supra disappear into the horizon because he had the good sense to bring spare parts.
The HMC Rally? It’s going to give you both opportunities—depending on how much prep work you do before rolling out of Los Angeles or San Francisco. The roads are twisty, the scenery is stunning, the desert is merciless, and at the end of Day 1, Paso Robles is waiting with great food, killer accommodations and comradery, and a bed whose sole goal is prep you for the following days drive.
But none of that matters if your car doesn’t make it past mile 50.
Prep Like You Mean It
Cooling System This is the one that bites people every single time. You think your car runs fine because it never overheats on the freeway. That’s cute. Try creeping uphill in 95-degree heat, behind a line of cars, with the A/C on kill, when suddenly that 20-year-old radiator hose explodes like a steam bubble in a hot red sauce. I’ve been there, and it SUCKs – so do yourself a favor: flush the coolant, swap the hoses, and bring a spare belt.
Brakes These roads aren’t gentle. They go up, they go down, and they throw hairpins at you like you’re driving through an Italian hillclimb. If your pads are thin or your fluid is ancient, you’ll know it—usually about halfway down a mountain when your pedal turns to mashed potatoes. Change it now.
Suspension & Steering If your car wanders on the freeway, guess what? On a backroad, it’s going to feel like you’re trying to wrangle a shopping cart full of bowling balls. Tighten it up—shocks, bushings, tie rods. If it feels sketchy in your driveway, it’s going to feel terrifying on a canyon road.
Tires I cannot stress this enough: stop showing up with tires older than your dog. I don’t care if they have “plenty of tread.” Rubber ages, and when it blows, it’s not dramatic—it’s dangerous. Get fresh tires, check your spare, and for once in your life, carry an actual tire gauge.
Electrical You know who never finishes rallies? The guy whose alternator dies in the desert. Bring extra fuses. Check your grounds. Maybe even pack a spare ignition module. Electrical gremlins don’t fix themselves on the side of the road.
The Small Stuff Water. Sunscreen. First-aid kit. Fire extinguisher. A snack bag. It’s not glamorous, but neither is explaining to your buddies how you got second-degree burns trying to push-start your old Alfa in the middle of the desert.
What Cars Do Well Out Here?
The best part about this rally is the mix. You’ll see everything from carbureted bruisers to modern performance cars, and every one of them has its moment.
The ’60s and ’70s Heavy Hitters: They’ve got presence, they’ve got torque, and they’ve got style. But they’re also heavy, hot, and built at a time when “reliability” meant “it started twice this week.” If you bring one, make sure it’s sorted. A big-block Charger looks great at the start line, but it looks even better when it actually makes it to Paso Robles under its own power.
The ’80s and ’90s GT Cars: These are the sweet spot. BMWs, classic JDM, Porsches, Corvette’s, Aston’s and Ferrari’s — these are built to cover ground quickly, with enough comfort to keep you sane and enough chassis to keep it fun. Plus, most of them still have things power windows and working HVAC.
The 2000–2010 Modern Classics: The easy button. 996 and 997 Porsches, C5 and C6 Corvettes, BMW M3s, a plethora of Audi’s and killer JDM variants and even newer Mustangs and Camaros. Reliable, quick, and comfortable. Sure, they don’t have the same romance as a carbureted V8, but when you’re cruising with the A/C blowing cold, you’ll realize there’s something to be said for modern convenience.
The Newer Stuff—2010-beyond: If you love it and it gets your tingly bits move, then we love it to. But just because it’s newer, that doesn’t mean that the above rally prep doesn’t apply. Give it a once over. Check your tires, fluids, brakes and HVAC, and then get it ready to roll.
The Point of the Whole Damn Thing
At the end of the day, nobody cares how much horsepower you’ve got or whether your paint is concours-ready. What matters is that your car is prepped, it runs, and it makes you laugh every time you hammer the throttle.
The HMC Rally isn’t about polishing or primping—it’s about the drive. It’s about that moment when you downshift into a corner, your exhaust barks, your tires bite, and you can’t help but grin like an idiot. It’s about finishing the day dirty, tired, maybe a little sunburned, but with a story you’ll tell for years.
