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    What’s In A Radiator Cooling Fan

    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.

    The post What’s In A Radiator Cooling Fan appeared first on The Online Automotive Marketplace.

    1940 Ford Pickup Street Rod

    This 1940 Ford pickup street rod was the subject of a custom build completed in 2014, which included the installation of a 350ci Chevrolet V8 topped with a Holley Sniper electronic fuel injection system and linked to a four-speed automatic transmission. The chassis was modified with a Mustang II-style front suspension assembly, a rear four-link setup, power rack-and-pinion steering, adjustable coilovers, and power-assisted four-wheel disc brakes. The body was refinished in green after the bed was fitted with a fixed top cover as well as a hidden tailgate latch, and it also features running boards, tinted glass, and a roll-down rear cab window. Inside the cab, a custom bench seat is trimmed in tan leather and accompanied by square-weave carpeting, Dakota Digital gauges, a Vintage Air climate control system, and a Sony stereo with Boston Acoustics speakers. This Ford pickup was purchased by the seller in 2023 and is now offered with a Specially Constructed North Carolina title.

    The body was finished in green in 2012, according to the seller, and features a chrome grille, tinted glass, running boards, and a roll-down rear cab window. The bed is topped with a fixed hard tonneau and equipped with a wood-plank floor, teardrop-style taillights, and a hidden tailgate latch with a remote release.

    The truck rides on a Mustang II-style front suspension setup, a rear four-link assembly, and QA1 adjustable coilovers. It is equipped with power rack-and-pinion steering, and braking is handled by power-assisted four-wheel disc brakes. The 17″ alloy wheels are wrapped in 215/55 front and 245/65 rear Westlake tires.

    The cabin houses a bench seat wrapped in custom tan leather upholstery along with coordinated door panels and square-weave carpeting. A Vintage Air climate control system is installed beneath the dash panel along with a Dakota Digital control panel in the dash. Additional equipment includes two cupholders, power windows and locks, push-button start, and a Sony stereo linked to Boston Acoustics speakers. The seller notes the air conditioning does not blow cold air.

    The billet steering wheel is mounted to a polished column and frames a Dakota Digital instrument panel with readouts for engine speed and vehicle speed as well as fuel level, voltage, oil pressure, and water temperature. The digital odometer indicates 2,600 miles have been added since the custom build, approximately 500 miles of which were added under current ownership.

    The Chevrolet 350ci V8 was installed as part of the build completed circa 2014 and features a polished Edelbrock aluminum intake manifold along with a Holley Sniper electronic fuel injection system. A polished serpentine accessory drive system is also installed along with an aluminum radiator and an electric cooling fan.

    Power is sent to the rear wheels through a 4L65E four-speed automatic transmission. Coated exhaust headers feed into a dual exhaust system that terminates with turn-downs inside the rear fender wells.

    The Specially Constructed North Carolina title refers to the truck as a 1940 Ford Streetrod and lists the VIN as the state-assigned identification number NCS102434.

    No Reserve: 5.0L-Powered 1951 Mercury Eight Club Coupe

    This 1951 Mercury Eight Club Coupe was built into a lead-sled-style custom rod under previous ownership. Work involved the installation of a 5.0-liter Ford HO V8 and a four-speed automatic transmission as well as power steering, power front disc brakes, Jamco independent front suspension, and a triangulated four-link setup with air springs out back. The roof was chopped 3″ and the body was nosed, decked, shaved, and frenched prior to a repaint in maroon with ghosted flames. The cream leather interior features front bucket seats, a custom center console, power windows, electric door poppers, Dakota Digital instrumentation, and a mobile DVD player. This modified Mercury coupe was acquired by the selling dealer in July 2025 and is now offered at no reserve with Georgia registration.

    The roof was chopped 3″, the hood was nosed, the decklid and door handles were shaved, and the headlights, taillights, and antenna were frenched prior to a repaint in maroon with ghosted flames. Exterior details include a Continental kit with an airbrushed tire cover as well as a chrome custom grille, body-color mirror caps, electric door poppers, custom fender skirts, faux lake-style side pipes, and chrome bumpers.

    Steel 15″ wheels wearing wire wheel covers with Cadillac-crest center caps are mounted with 215/75 whitewall tires. The car rides on Jamco independent front suspension with tubular control arms and a triangulated four-link setup with air springs and tube shocks out back. The steering is power-assisted, as are the front disc and rear drum brakes.

    The cabin features ’67 Thunderbird front bucket and rear bench seats trimmed in cream leather with maroon piping and Mercury-bust embroidery, and the floorboards are overlaid with maroon carpeting and color-coordinated diamond-stitched mats. The custom center console is adorned with iridescent trim and equipped with a Mustang shifter, a Dual Electronics mobile DVD player with a 7″ TFT screen, and an upholstered center armrest with a storage compartment and integrated cup holders. Controls for the power windows are located in the door armrests.

    A four-spoke steering wheel with a chrome horn ring and a Mercury-bust center cap fronts a body-color dashboard housing direct-fit Dakota Digital instrumentation. The digital odometer shows 22k miles, approximately 5 of which were added by the selling dealer. True mileage is unknown.

    The cylinder-lift-equipped trunk lid opens on a carpeted compartment color-coordinated to the car’s interior.

    The Ford 5.0-liter HO V8 is said to have been sourced from a 1995 Mustang GT and is equipped with electronic fuel injection, a Griffin aluminum radiator, an electric fan, and a dual exhaust system. The oil was changed in preparation for the sale.

    Power is transferred to the rear wheels by way of an electronic four-speed automatic overdrive transmission with a cooler mounted ahead of the radiator under the hood.

    The car does not have a title, as it is registered in a state that does not issue titles for vehicles of its age. It is being sold on its Georgia registration document.

    15 Muscle Cars That Sounded Better Than They Actually Drove

    Muscle cars have long captivated enthusiasts with their deep, throaty engine notes and aggressive styling. These roaring legends evoke images of raw power and unbridled speed. However, beneath the thunderous exhausts, some models fell short of delivering the performance their sounds promised. This phenomenon is particularly evident in the 1970s and early 1980s, when stringent emissions regulations and rising fuel prices led manufacturers to compromise on engine performance. The result was a series of muscle cars that, despite their imposing appearances and iconic exhaust notes, offered underwhelming on-road performance. In this article, we’ll explore 15 such models that sounded better than they actually drove, highlighting the gap between their auditory allure and actual capabilities.

    Source

    A Vintage View on Ford

    I had the perception that the Chrysler Corporation was the worst of the Big Three when it came to the quality and reliability of 1970s vehicles, yet I was surprised by some of the superlatives echoed by the editors of Consumer Guide. So, what did Consumer Guide think of the Ford Motor Company? Let’s start off with its namesake.

    Certainly, Ford did not have the poor build reputation that the Chrysler Corporation had, but the most people feel the worst car of the decade is a Ford—the Pinto. Nonetheless, popular culture does not dictate build quality, reliability, or recalls, so how was the explosive subcompact through the years? LTD? Torino? Maverick and its Mercedes-esque cousin, the Granada? LTD II? What about the downsized cars on the Fox platform?

    Let’s take a look. Please note the CG rating scale of 5 being Excellent and 1 being Poor.

    Ford
    “Stylists at Ford have had a free hand for years. That’s why most of the Ford … cars of the ‘70s are so thoroughly overdrawn. [Yet] dependability is Ford’s strongest feature.”

    • Fairlane/Torino/LTD II: “The four-door Fairlane and early Torino models from 1969 through 1970 are far better transportation cars than the LTD II.” CG rating: 3-2-1
    • Fairmont: “It has the boxy body lines that waste no space or sheet metal, thus providing `very good passenger space and fuel economy.” CG rating: 5
    • Fiesta: “This thoroughly modern mini car offers more passenger and luggage room than any American-made subcompact and fuel economy of 38 miles per gallon.” CG rating: 5
    • Granada: “Ford Motor Company has a lot of gall in comparing its Granada to the Mercedes-Benz 280. The Mercedes 280 is one of the best compact-size cars in the world; Granada is one of the worst.” CG rating: 2
    • Galaxie/LTD: “Even if they do have a bit of a drinking problem, the full-size Fords are not bad cars … Frequency of repairs has been superior for the full-size Fords—except for the 1970, 1971, and 1972 models.” CG rating: 1-2
    • Maverick: “Simple, dependable, economical—if those are the words you like to hear in considering an older-model used car, there is one more word for you: Maverick.” CG rating: 3-4
    • Mustang/Mustang II: “In 1974, the fat, overstyled Mustang was put out to pasture in favor of a smaller yet equally flabby Mustang II.” CG rating: 2-1-2
    • Pinto: “What you can expect from Pinto is low-cost maintenance and repairs, plus fairly good fuel economy. It offers outstanding dependability, and has a durable, tight body. But don’t expect refinement as well.” CG rating: 4
    • Thunderbird: “The 1969 through 1972 T-Bird has the weight and poor fuel economy of a large car, with the internal dimensions of an intermediate and the trunk space of a compact . . . The 1972 through 1975 models are vastly improved over previous T-Birds.” CG rating: 1-2-3

    2026 Honda Passport TrailSport to Go Nearly 6K Miles Through U.S. and Canada

    Like many other SUVs, the Honda Passport has become more rugged over time. The 2022 model year marked the debut of the all-new TrailSport trim level, which was largely an appearance package. Two years later, Honda equipped the Passport TrailSport with suspension enhancements and all-terrain tires. The all-new 2026 model has similar upgrades as well as increased ground clearance, improved approach and departure angles, second-generation i-VTM4 torque-vectoring all-wheel drive, and reinforced steel skid plates. Honda calls the 2026 Honda Passport TrailSport “the most rugged, off-road capable Honda SUV ever.” The upcoming Alcan 5000 Rally, an 11-day journey across 5,900 miles of the Pacific Northwest, Alaska, and Canada, will be a grueling test of that claim.

    Photo courtesy of Honda/Andy Lilienthal

    Given the terrain the 2026 Passport TrailSport will encounter, you might think Honda lifted it high and threw on massive apocalypse-proof tires. In fact, the rig Andy and Mercedes Lilienthal get is stock. In last year’s rally, with Andy as the pilot of an INEOS Grenadier and Mercedes as the navigator, the couple took 1st place in the 2S class; both will fill the same roles behind the wheel of the Passport. The 3.5-liter V6 generates its usual 285 horsepower and routes it through a 10-speed automatic and the i-VTM4 all-wheel drive system. The four-wheel independent suspension has forged steel suspension arms and cast-iron knuckles, but those are standard components on the 2026 Passport. However, Honda did load up the Lilienthals’ vehicle with several genuine Honda accessories designed to make it more robust and capable, including rock sliders, aluminum front scuff plate, full-size spare wheel and tire, cargo roof platform, and MOLLE boards. Baja Designs auxiliary lights, attached to a Rally Innovations prototype light bar mount, will illuminate the difficult paths that lie ahead.

    Photo courtesy of Honda/Mercedes Lilienthal

    Started in 1984, the Alcan 5000 Rally is “a unique accuracy-based time-speed-distance event where teams use a paper route book to navigate public roads at or below posted speed limits per what the route book’s turn-by-turn directions say, both on time and on route,” according to Honda. Whichever teams get the closest to matching the rallymaster’s overall perfect zero times win their class or overall title.

    This year’s Alcan 5000 Rally runs September 2-12 and will take the Lilienthals and their rivals from Kirkland, Washington through Canada’s Yukon Territory to Fairbanks, Alaska and across the finish line in British Columbia, Canada. By the time they’re done, they’ll have traveled 5,000 miles, plus another 900 on unpaved roads by completing all the optional routes. It’ll be a test of nerve, coordination, endurance . . . and the 2026 Honda Passport TrailSport’s seat cushions.

    AutoHunter Spotlight: 1947 Ford Sedan Delivery

    Right now on AutoHunter is this 1947 Ford Sedan Delivery, which was formerly used at the Wright-Patterson Air Force Base in Ohio. You possibly may recognize it as a previous exhibit at the Volo Auto Museum in Illinois, or from one of its many appearance in movies, including Warren Beatty’s 2016 film “Rule Don’t Apply.” It’s powered by a 239ci flathead V8, which is paired with a three-speed manual transmission. Finished in Wine Burgundy over a gray cloth interior, this postwar Ford is now offered by the private seller in California with the original owner’s manual, California Highway Patrol VIN verification statement, repair receipts, the original California plates, the purchase agreement and a printed sales listing from the Volo Auto Museum, and clear title.

    The Wine Burgundy bodywork is accented with chrome bumpers, chrome grille, and bright trim. Other features include a hood ornament, two-piece windshield, peep mirrors, side-hinged back door, hitch receiver, and Ford-branded deflector for the single exhaust outlet.

    1947 Ford Sedan Delivery

    A set of 16-inch steel wheels with Ford hub caps and 215/70 Falken Sinerca Touring all-season radial tires help take this Sedan Delivery’s contents where they need to go. If you place the winning bid, we suggest driving it to go see a movie—you might see it up on the big screen.

    The cabin is divided into two main sections. The front passenger compartment features gray cloth upholstery on the bench seat and the door panels, as well as a heater/defroster, Everlasting turn signal stalk, and column-mounted manual transmission shifter. There is also an AM radio and clock, but both are currently inoperable.

    The rear cargo area has black walls and a wood-plank platform above another storage area that contains the spare tire.

    Instrumentation consists of a 100-mph speedometer and gauges for the fuel level, oil pressure, battery, and temperature. The odometer shows 46,531 miles, but the title for this vehicle indicates that it’s mileage-exempt.

    Under the tapered hood is a 239ci flathead V8 that was factory-rated at 100 brake horsepower at 3,800 rpm. It receives fuel from an electric fuel pump that was installed in 2024, which is mixed with air in a two-barrel carburetor that was rebuilt in the same year. Power reaches the rear wheels through a three-speed manual gearbox. Drum brakes help get whatever needs to be delivered in this classic Ford—whether that’s products for a business or clothing donations for a charity—where it has to go.

    1947 Ford Sedan Delivery

    If you want this piece of military and movie history, bid on this 1947 Ford Sedan Delivery right now. The auction for it ends on Thursday, September 4, 2025, at 12:00 p.m. (PDT).

    Visit the AutoHunter listing for more information and a photo gallery

    Tech 101: ADD A Circuit Breaker For Safety

    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. 

    The post Tech 101: ADD A Circuit Breaker For Safety appeared first on The Online Automotive Marketplace.

    Pick of the Day: 1972 Buick Riviera

    General Motors originally intended for its new personal luxury car to be a Cadillac. However, the luxury brand passed on the opportunity and Buick subsequently won the opportunity, with the Riviera becoming an instant classic. Fast-forward eight years and we had the “Boattail” Riviera—can you image our Pick of the Day as a Cadillac? This 1972 Buick Riviera is listed for sale on ClassicCars.com by a dealership in Kentwood, Michigan.

    When the redesigned Riviera was introduced in 1971, it was at the dawn of unleaded fuel. General Motors had decided to lower compression a year earlier than the federal mandate, so the standard 315-horsepower (255 net) 455 featured 8.5:1 compression. Opt for the GS Handling Package and horsepower was bumped up to 330 (265 net).

    “This classic, new design is a triumph of automotive styling,” said Lee Mays, general manager of Buick and vice president of General Motors, “and will assure the Riviera of continuing g its established reputation as the leader in the personal luxury car field.”

    Little was changed for 1972. Under the hood, as net horsepower officially took hold, power fell by five for both engines, the victim of additional, marginal pollution controls. The louvers on the trunklid, part of GM’s new “Full-Flo” ventilation system, were eliminated after reports of moisture and exhaust emissions seeping into the cabin. An eggcrate grille was a noticeable update, while the taillight lenses were a much more subtle change. New was a power sunroof but, otherwise, the Riviera was little-changed.

    It may be difficult to imagine that Bill Mitchell had reservations about the Boattail Riviera, but that is because its design was compromised from concept to production. The sleeker, more dramatic design of the mock-up was somewhat replicated with the Silver Arrow III show car that was introduced at the 1972 Detroit International Auto Show. It featured tech-y items like MaxTrac (an early, electronic traction control system), a pair of third brake lights mounted on the roof (an idea adapted for the 1974 Riviera), and four-wheel disc brakes.

    Today, the Boattail Riviera seems to resonate with the younger crowd, unaware of the baggage it may have. This 1972 Buick Riviera nicely reflects the strengths that has made the Boattail an intriguing collectible. Originally ordered in code 54 Champagne Gold, the exterior is complemented by Saddle Madrid-grain expanded vinyl interior with a custom notchback 60/40 front seat. “Recent maintenance includes a new transmission pan gasket, new gas tank, new valve cover gaskets, new radiator, a fresh tune-up, and fluid change,” says the seller. Options include air conditioning, fiber optics, power windows, tilt wheel, gold longitudinal protective trim, remote driver-side mirror, pushbutton AM radio, clock, and Buick’s famous chrome road wheels.

    Nineteen seventy-two does not tend to be thought of as a high point in Detroit. This Riviera is one of the few shining stars in what was beginning to be a miserable era, though it would be a shining star in any era. And, for $27,900, you don’t have to be from Gen Z in order to appreciate and buy it.

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

    LSA-Powered 1948 Cadillac Series 62 Club Coupe

    This 1948 Cadillac Series 62 club coupe was customized by Drew’s Garage of Tempe, Arizona, around 2009, and it was purchased by the current owner in 2012. The car was returned to Drew’s Garage in 2016 for approximately $94k worth of work that involved adapting a Fast Track Stage III chassis from Roadster Shop of Mundelein, Illinois, as well as installing a supercharged 6.2-liter LSA V8 from Chevrolet Performance paired with a 4L80E four-speed automatic transmission. The interior features Oyster leather seats and other components from an early-2000s Cadillac DTS, and the exterior is finished in two-tone Money Green with a Champagne upper section that is separated by gold-colored painted striping. Features include control-arm front suspension, a four-link live rear axle, QA1 adjustable coilovers, rack-and-pinion steering, Intro 18″ wheels, Corvette-sourced four-wheel disc brakes, fender skirts, Vintage Air climate control, power-adjustable front seats, power windows, and a hidden Kenwood touchscreen head unit. The car was imported to Alberta, Canada, in 2018. This modified Series 62 is now offered in Canada by the seller on behalf of the owner with build records and Alberta registration under the owner’s professional corporation.

    Roadster Shop supplied Drew’s Garage with a Fast Track Stage III chassis in early 2016. The car’s floor pan was modified to accommodate the chassis and then was repainted. The kit included the following components:

    • Fabricated frame rails made of fully boxed 10-gauge steel
    • Mounts for stock body, bumpers, engine, and core support
    • Structural cradle-style center crossmember with adjustable transmission mount
    • Mid-brace crossmember with exhaust ports
    • Roadster Shop polished 321 stainless-steel LS exhaust headers (1⅞” primary, 3″ collector)
    • Roadster Shop Fast Track control-arm front suspension with 58¾” track width
    • C6 Corvette spindle and hub assemblies
    • 1¼” splined front sway bar with C6 Corvette end links
    • Power-assisted rack-and-pinion steering
    • Large-diameter triangulated four-link live-axle rear suspension
    • 1″ splined through-frame rear sway bar
    • Strange Engineering Ford 9″ rear-end housing with stainless-steel 31-spline axles

    QA1 adjustable coilovers are utilized at all four corners of the vehicle, as are Corvette-style power-assisted disc brakes.

    Prior to 2009, Drew’s Garage refinished the car in PPG Money Green with a Champagne top section, with the upper and lower areas divided by gold-foil striping. Exterior details include a hood ornament, a two-piece windshield, body-side stone guards, rear fender skirts, bright trim, and chrome bumpers. Discoloration behind the passenger door, peeling chrome on the rear bumper, and other imperfections are shown up close in the seller’s 59-minute video provided in the gallery below, which also demonstrates paint-meter readings.

    Chrome-finished Intro Wheels 18″ spoked wheels are mounted with 225/45 Goodyear Eagle RS-A tires.

    A circa-2002 Cadillac DTS was the source of the front and rear bench seats, which are upholstered in Oyster leather; the front seats are power adjustable and have a fold-down center armrest in the middle seating position. The cabin features a painted dashboard, an Alcantara headliner, Vintage Air climate control, tan door panels and carpeting, a clock, and a dome light. The power windows are said to have originated with the aforementioned DTS, and a Kenwood touchscreen head unit is hidden behind a bright grille at the center of the dash.

    The two-spoke billet steering wheel fronts a 110-mph speedometer as well as gauges for fuel level, battery status, coolant temperature, and oil pressure. The five-digit odometer shows 100 miles, which is said to reflect the distance accumulated since completion of the 2016 build; true mileage is unknown.

    The supercharged 6.2-liter LSA V8 was supplied by Chevrolet Performance and features fuel injection, a hydraulic roller camshaft, and a Spectre cold-air intake.

    Power is routed to the rear wheels through a 4L80E four-speed automatic transmission with a Hughes Performance pan.

    A seven-page receipt from Drew’s Garage in 2016 totals just over $94k USD. Paperwork from Roadster Shop and Chevrolet Performance is also presented in the photo gallery.

    The tag above shows the Alberta Assigned VIN of 2ATJ12171JU002611. Accompanying paperwork indicates that the car’s original chassis number was 486234645, which is correct for a 1948 Cadillac Series 62.

    The vehicle is being sold on its Alberta registration, which serves as the ownership document in Alberta, Canada.