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    Video: Hiding Modern EFI on a Tunnel Ram Small Block Chevy

    In this episode, the third of four in our 70th Anniversary Chevrolet Small Block series presented by Summit Racing, it’s the final day of assembly. In the below video, we take on the small block Chevy induction system as well as the finite details necessary to hit the Westech dyno. But it’s not just any intake and carb, it’s the Holley Terminator X Stealth 4150 2×4 EFI system aboard a classic Edelbrock Street Tunnel Ram intake.

    The Holley Terminator X Stealth 4150 2×4 EFI system powered by a self-tuning ECU and a full complement of accessories can support up to 1,500 horsepower naturally aspirated. Too much is never enough.

    The 70th Anniversary Chevrolet Small Block build presented by Summit Racing provides an abundance of displacement; 435 cubic-inches is a bit more than the original 265 cubic-inch OHV Chevrolet small block. Performance derivatives through seven decades included iconic hardware – camel-back heads, tunnel rams, dual point ignition. But this time around, all the outlandish appearance of a dual-quad tunnel ram just might prove reliable when weaved with 70 years of small-block Chevy aftermarket technology.

    All apologies to Rush, but will we miss the analog kid of 1955 or will the new world mouse motor of 2025 deliver uncompromised streetability from idle to WOT? It may not be AI, but it is machine learning. Will you accept it regardless of its heritage, its appearance, its cost, and naturally-aspirated torque and horsepower potential?

    In episode 3 of our Summit Racing 70th Anniversary of the small block Chevrolet, it’s time to install the induction system and EFI. However, this isn’t any EFI. To complete our fake out, we used Holley Terminator X units that keep our nostalgic look but offer modern tunability.

    Large Displacement? Check.

    Tunnel Ram Intake? Check.

    Dual Quad “4150-Look” Injection? Check?

    Streetable? We’re about to find out.

    Fuel your knowledge with these handy links too: 

    • OnAllCylinders Blog – https://www.onallcylinders.com/ 

    • Summit Racing – https://www.summitracing.com/

    The post Video: Hiding Modern EFI on a Tunnel Ram Small Block Chevy appeared first on The Online Automotive Marketplace.

    Bentley’s $68,000 Paint Finish

    If I was a betting man, I’d say that you are not a One Percenter, so you could be forgiven for being astounded by the price tag for Bentley’s new Ombré by Mulliner paint finish. The first sedan to receive this treatment, a Flying Spur, debuted this past weekend at the Southampton International Boat Show in the UK.

    I don’t know if it’s a girl thing (I’ll take a poll when I visit HR), but ombré (shaded in French) is the blending of one color to another. If you have seen some women’s hair (natural or, for Gen Z, unnatural colors), or that lady with the crazy nails at the Kroger register, then you’ll definitely know you’re not just some dumb guy like me. Bentley is embracing this theme and making it a special-order finish available in three different color combinations.

    The ”extraordinary” new finish combines two complementary hues that transition along the sides and, if you’re taller than average, the roof too. As you can imagine, two skilled paint artisans spend nearly 60 hours to achieve the perfect color blend and finish at Bentley’s Dream Factory in Crewe, England.

    This special Flying Spur starts with Topaz Blue up front and ends in Windsor Blue out back, with a fade at the mid-section. It shares the same color combination with Bentley’s Continental GT Speed that was showcased at The Quail, A Motorsports Gathering during Monterey Car Week. If there’s no hullabaloo with blue for you, you can always select Sunburst Gold to Orange Flame, or Tungsten to Onyx.

    Let’s hope no Ombré by Mulliner Bentleys get in an accident because I imagine the vehicle will have to be flown to Crewe for repairs. But then, for the One Percent, that may not be such a big deal anyway.

    Armbruster Stageway Built an 8-Door, 15-Passenger Suburban

    If you’ve ever been to a funeral, there’s a good chance you’ve seen an Armbruster Stageway hearse or ridden in one of its limousines. According to the Fort Smith, Arkansas, company’s website, it has “a rich tradition in the funeral car industry that dates back for over one hundred years.” But not all of its history is associated with sadness and loss. Back in the 1970s, Armbruster Stageway built a version of the Chevrolet Suburban with four pairs of doors that opened up to a 15-passenger cabin.

    Sure, the Armbruster Stageway Custom Deluxe Suburban could have served as a funeral vehicle, but the brochure shows that it was primarily intended for company car pools, school sports teams, and airport and hotel shuttle fleets.

    Whoever ended up riding in one of these ultra-longroofs had their luggage loaded in the back or lugged up the rear ladder and secured on the massive roof rack. Inside, they enjoyed the comfort of front and rear heat or air conditioning. Corporate buyers had peace of mind knowing they could replace the doors and parts with standard Chevy hardware, and that their purchase was covered by a 12-month/12,000-mile warranty.

    Given this rig’s dimensions and the associated increase in weight, the words “heavy-duty” were applied to a lot of its components. The front and rear shocks? Heavy-duty, just like the front springs (and paired with “extra capacity rear springs”). Front stabilizer bar? Ditto. Power brakes? You better believe it.

    But what moved this massive people-hauler? A nuclear submarine’s reactor? The gas turbine engine out of an M1 Abrams tank? Think big—just not that big: a four-barrel 454 with 230 horsepower and 350 lb-ft of torque, all routed through a Turbo-Hydramatic. If you scored a ride in one of these Suburbans, you had to hope you were going to enjoy the company of your fellow passengers because it sounds like getting to your destination would take a while. Hey, at least it wouldn’t be your final destination.

    Cars That Matter Podcast Meets Hollywood Car Whisperer: 1989 Batmobile, Blade Runner, Herbie and More

    In this episode of the Cars That Matter Podcast Driven By Hemmings, designer and artist Fireball Tim Lawrence joins host Robert Ross for a walk-through at the Petersen Automotive Museum to admire and learn about a plethora of iconic Hollywood movie cars.

    During the tour, the duo stops at the 1989 Batmobile, Blade Runner police car, Herbie: Fully Loaded, Eleanor from Gone in 60 Seconds, the Green Hornet’s Black Beauty, and the Magnum P.I. Ferrari 308. Fireball breaks down how movie cars are conceived from script to screen, why they’re characters (not props), and how practical builds, custom shops, and selective effects make the magic work. If you love film cars, concept art, behind-the-scenes craft, and Hollywood history, this one’s for you.

    What you’ll learn:

    • Why attention (not just budget) drives influence—see Magnum P.I.’s Ferrari impact and the enduring pull of screen-used cars.
    • How the ’89 Batmobile went from school sketch to “hero car” and why scale, silhouette, and functional-looking details sell the character on screen.
    • The design workflow: reading the script, defining a car’s character arc, and building with purpose (not just recognizable brand cues).
    • Practical vs. CG: from late-’80s/’90s minimal effects to today—and why transparency and documentation still matter.
    • Legends & builders: production designer Anton Furst, futurist Syd Mead, and customizers Gene Winfield & Dean Jeffries—plus shop work at Cinema Vehicle Services.

    The post Cars That Matter Podcast Meets Hollywood Car Whisperer: 1989 Batmobile, Blade Runner, Herbie and More appeared first on The Online Automotive Marketplace.

    Identify These Modern Collectible Cars!

    Sure, the cars of the Baby Boomers rule the collectible car world, but there are several generations that grew up in the shadows yet developed a taste for what they wanted when they were young and impressionable. AutoHunter currently has several vehicles for sale that fit that bill.

    Below are a quartet of these more modern vehicles that have burgeoning appeal to folks young and old. Can you identify them? Post your answers in the Comments section below, including model year, marque, and model. If you need a hint, just click on an image.

    Click on a photo to reveal each car

    Every Tuesday, you’ll find an automotive puzzle at The ClassicCars.com Journal. Play previous games once you finish this one.

    AutoHunter Spotlight: 1979 Chevrolet K10 Cheyenne

    Right now on AutoHunter, you can find this 1979 Chevrolet K10 Cheyenne Fleetside pickup, which is powered by a 350ci V8 mated to a three-speed automatic transmission and a dual-range transfer case. Finished in Light and Dark Blue over a gray cloth and Navy Blue vinyl interior, this lifted four-wheel-drive “Square Body” is now offered by the Oregon-based selling dealer with a clear title.

    The three-box exterior has a Light and Dark Blue two-tone finish. It comes equipped with chrome bumpers, auxiliary front lighting, dual mirrors, sliding glass rear window, bed liner, bed-mounted spare tire carrier, chrome bed rails with auxiliary lights and tie-down points, and a single exhaust outlet.

    A set of 15-inch wheels with manual locking front hubs and 31-inch Mastercraft Courser HTR raised-white-letter tires connects this truck to the pavement and any trails it goes over.

    The interior of the cab is fitted with a gray cloth and Navy Blue vinyl bench seat equipped with shoulder belts. Interior features include manual windows, tilt steering column, a switch for the dual fuel tanks, and an AM/FM/cassette radio.

    Instrumentation consists of a 100-mph speedometer and gauges for the fuel level, voltage, oil pressure, and temperature. The odometer reads 88,873 miles, but this truck is mileage-exempt, according to its title.

    Under the hood is a 350ci V8, which is connected to a four-barrel carburetor, three-speed automatic, and dual-range transfer case.

    A lift keeps this C/K-series truck a little further away from the hazards of Mother Nature. Power front disc and rear drum brakes make sure it doesn’t get too close to other vehicles.

    A four-wheel-drive Chevy Square Body is an American classic. If you want this 1979 Chevrolet K10 Cheyenne in your driveway, place the winning bid on it before the auction ends on Monday, September 29, 2025, at 12:30 p.m. (PDT).

    Visit the AutoHunter listing for more information and a photo gallery

    Installing New Covers on a Set of Corvette Bucket Seats

    There are certain tasks involved with auto restoration that tend to intimidate even experienced enthusiasts—things that are often felt to be best left to the professionals. But while some projects do require the expertise of a specialist, upholstery work doesn’t necessarily have to fall into that category. Today, we’re fortunate that brand-new reproductions of the factory seat covers used in many popular classic cars are readily available, enabling restorers to skip the step of having replacement covers custom made, which would certainly require an expert upholsterer. However, installing a new seat cover on a bucket seat doesn’t always require nearly as much specialized skill.

    In the case of the 1972 Corvette coupe that we recently overhauled here at Hemmings in preparation for the 2025 running of The Great Race, the seats were in decent condition. The main issue was that the covers had split along the seams in the seat bottom, but the foam cores beneath did not appear to have been damaged, as can sometimes happen when torn seats remain in service for years. We ordered a seat cover kit from Corvette Central, which closely replicated the Dark Saddle Comfortweave upholstery found in our ’72, and after surveying what would be required to get them installed, we decided to attempt the job ourselves.

    The work was performed by Hemmings Shop Manager, David “Junior” Nevison, who has tackled similar projects previously, but who is also quick to point out that he is not an upholstery expert. As you’ll see in the accompanying photos and captions, Junior was able to successfully install the new covers and did so within a single workday with little more than basic hand tools and a pair of hog-ring pliers. One issue we did encounter was that our seats used a set of somewhat specialized fastening hooks, which were not reusable and which we had not ordered. Junior was able to improvise, but we’d recommend ordering the seat installation kit, which Corvette Central offers; the kit includes the hooks and even a special tool to make installing them easier.

    Check out the overview outlined in the captions to see what is involved in a project like this. After going through the process, we feel confident that anyone familiar with basic tools, who can exercise a bit of patience and finesse, can achieve similar results.

    The seats in our ’72 Corvette project were mostly intact, but the covers were split along the seams at the bottom (right) and showed other signs of age and wear. The prospect of installing new covers can seem intimidating, but we were able to do the job ourselves with excellent results (left). The following steps give an overview of the process to illustrate what is entailed.
    With the seats on the bench, Hemmings Shop Manager Junior Nevison begins the reupholstery process by separating the seatback from the base. Each piece will be reupholstered, start to finish, and then the two pieces will be rejoined. Here, Junior has removed the hard plastic seatback cover to access the seat’s interior.
    The traditional method for fastening fabric upholstery to a metal seat frame involves the use of small wire retainers commonly known as hog rings. For this job, the first set of hog rings to be removed fasten the bottom edges of the seat cover to the stamped steel perimeter of the seat frame; the frame was manufactured with holes to accept the hog rings.
    The factory-style seatback covers on Corvettes of this vintage are made with a split that is held together with rigid, interlocking seams. When the seams are unhooked from one another and pulled back, the top of the seat frame is revealed, providing access to the latch mechanism, which will need to be removed, along with its guide plate that extends to the bottom of the seatback.
    Corvette seats from this period used diecast metal trim bezels at the top of each seatback that serve as a pass-through guide for the shoulder harness portion of the seatbelts.
    With the latch hardware out of the way, Junior was able to unbolt the pass-through trim from inside the seatback and then remove it.
    Another set of hog rings fastens the upholstery and the seat foam to the seat springs. It is common for upholsterers to simply cut the old hog rings out with side cutters — they are intended for single use, so new hog rings are used for reassembly. However, in this case, Junior found that some of the hog rings in the seat were made of heavy wire, so unbending them with needle-nose pliers proved to be an easier method for removal.
    With all the hog rings removed, the seat frame can be separated from the seat cover and the foam. We’ll be reusing the foam so it will have to be separated from the old seat cover.
    Getting the foam and seat cover apart requires removing a series of metal hooks that tie the listing wires in the recesses of the foam cushion to the listing wires in the sleeves sewn into the backside of the seat cover. Once the hooks were released, the foam could be lifted off.
    Here, Junior is trimming the ends of the listing-wire sleeves in the new seat covers so the wires can be inserted. This is a standard practice as the sleeves are often sewn shut during manufacturing, as seen here.
    We recovered the listing wires from our old seat covers; if yours are missing or damaged, new ones can be purchased, or replacements can be made from stiff wire, so long as the ends are bent into a small loop so they can’t poke through adjacent fabric.
    When it came time to fasten the new seat cover to the foam, we were faced with a challenge: The special wire hooks used to tie the two together were not reusable, and since we were unaware of their existence until we disassembled the seat, we hadn’t ordered new ones. Corvette Central and other Corvette parts suppliers off er kits with the correct hooks, as well as a special tool to fasten them, which would make this job simpler. But we were in a time crunch to get our Corvette back together, so Junior made new hooks from bailing wire.
    Even after replacing the mangled original hooks, there remained the issue of feeding them through the foam, which proved more difficult than we’d expected. In the absence of a dedicated tool for this task, Junior devised a plan to use lengths of string tied to each hook and then fed through each corresponding hole in the foam.
    Each string was pulled through the foam as the foam was laid into the new seat cover. The next step will be to pull the hooks up and over the listing wire, which Junior is about to center in its groove in the burlap that backs the foam. There are two more listing wires yet to be placed, one for each side. The length of the hooks is important because it determines how deeply the pleats in the seat cover will be pulled down. Junior’s copies of the originals seemed to do the trick.
    Once all the hooks were fastened to the listing wires, Junior wrapped the new cover around the foam and then slid the seat frame back into place.
    Another pair of listing wires is then inserted into the sleeves on the outer edges of the seat cover. These wires will be fastened to the seat frame with hog rings. The cover needs to be pulled down snugly and evenly to avoid having wrinkles in the seat upholstery when the job is complete.
    The same listing wires that fastened the foam to the cover are now tied to the seat frame with hog rings crimped around the springs.
    Probably the most nerve-wracking task of this job entails cutting the new seat covers for the seatbelt pass-throughs. The required slots are small, and the bezels around them don’t offer much margin for error. Careful measuring of the old covers and then triple checking the corresponding passages in the foam compared to the new covers was critical.
    Junior reinstalls the rigid plastic seatback cover after reinstalling the tilt hinges; this required two more precision cuts in the upholstery to clear the seat frame hook brackets that fasten the top of the seatback cover. At this point, the escutcheon for the seatbelt is in place, as is the tilt release button.
    Now moving to the seat bottom, after unbolting the seat tracks, Junior begins removing the upholstery by releasing spring clips that fasten the material to the metal seat frame. These are used all the way around the frame’s perimeter and will be reused with the new seat cover.
    Next, there are more hog rings to remove, and again, we found it easier to unbend them for removal rather than cutting them off. The way that the seat cover, foam core, and seat frame are assembled with hog rings and listing wires is similar to the process of the seatback.
    With the old seat cover off and the foam core separated from the seat frame, Junior lays out the new seat cover and begins to repeat the process of making new hooks, which he will again pull through the foam using the length of string tied to each hook.
    The process for joining the seat cover to the foam was a repeat of the seatback: Bend new hooks, tie a length of string to each hook and feed the string through the foam, then fasten each hook to a listing wire on the back side of the burlap lining the bottom of the foam core. With that completed, the seat frame is placed onto the bottom of the foam and then the cover is wrapped around the assembly.
    After the edges of the seat cover were tucked into the spring clips on the seat frame, Junior uses hog rings to fasten the listing wires that were already joined to the cover and foam with hooks to the seat springs, tying the whole seat bottom assembly together.
    The last step in the process is rejoining the seat back to the seat bottom. Here you can see the metal seatbelt pass-through bezel, which we detailed while it was off; we also polished the chrome seatback hinges and cleaned and lubed the slider tracks.
    After the seats were reinstalled and tested for fit, the Corvette was parked out in the sun for a time to get some heat into the new seat covers, which helped them tighten up and smooth out. The new covers look great, and we were pleasantly surprised at the improvement in comfort just from eliminating the old, petrified vinyl of the aged covers. This job took some time, but it was certainly something a patient DIY enthusiast could do in a home garage.

    The post Installing New Covers on a Set of Corvette Bucket Seats appeared first on The Online Automotive Marketplace.

    Pick of the Day: 2001 Ford Mustang Bullitt

    One of the most famous and influential car chases in movie history hit the big screen in 1968, when “Bullitt” was released in October of that year. The Pick of the Day is a 2001 Ford Mustang Bullitt listed for sale on ClassicCars.com by a private seller in Osceola, Missouri.

    The classic movie, starring Steve McQueen as a police lieutenant, was a stereotypical action-thriller detective story, but most people remember the movie for its captivating 10-minute car chase through the streets of San Francisco. About three decades following the film’s released, a concept car called the Mustang Bullitt was unveiled at the 2000 Los Angeles Auto Show. A production version went on sale in February of the following year.

    The listing begins, “Only 5,582 special-edition Bullitts were produced in 2001, and the cars were specially numbered by Ford. This Bullitt is number 0702.” According to Ford Performance, there were 3,041 Bullitt Mustangs produced in Highland Green.

    The Bullitt came with some stylistic features that set it apart from the GT and other/lower trim levels: retro-style hood scoop, 17-inch five-spoke wheels, billet aluminum fuel-filler door, and model-specific badging. It’s also worth noting that the Bullitt package deleted several features in the interest of a cleaner, more minimalist look similar to the movie car, so the spoiler and fog lamps were omitted accordingly.

    Power comes from a 4.6-liter Modular V8 mated to a TREMEC TR-3650 five-speed manual transmission. Ford squeezed five additional horsepower out of the Bullitt’s engine when compared to the standard GT model’s, putting it at 265 horsepower. While not a huge difference on paper, the modifications reportedly made the car more responsive to drive by giving it better power delivery at lower RPMs. Features included a special cast-aluminum intake manifold, twin 57mm-bore throttle body, larger alternator and water pump pulleys, and retuned exhaust system with 20% improved flow. Handling was improved courtesy of a lowered suspension, re-valved Tokico struts, and unique, large-diameter stabilizer bars.

    Speaking of improvements, this low-mileage Bullitt, which shows just 40,000 miles, has a few performance tricks up its sleeve besides the ones that Ford installed at the factory: Diablo power chip, Paxton Novi 2000 supercharger, AFM high-volume power pipe, long-tube headers, and SLP cat-back exhaust system.

    The seller says, “This Bullitt is in great shape and has not been abused. Everything works like it is supposed to, including the A/C and the six-disc factory CD player.”

    The asking price is $21,500.

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

    15 Cars From the 90s That Would Break the Internet If They Launched Today

    The 1990s were a golden era for automotive innovation, producing vehicles that combined cutting-edge technology with distinctive designs. Many of these cars have since become icons, their unique features and performance capabilities still resonating with enthusiasts today. If these 90s legends were to make a comeback in the modern era, they would undoubtedly captivate audiences and generate significant online buzz. Their blend of nostalgia and timeless appeal would make them instant sensations in today’s automotive landscape.

    Source

    No Reserve: 350-Powered ’34 Chevrolet Coupe Street Rod

    This ’34 Chevrolet coupe-style street rod was initially built in 2010, and it is powered by a fuel-injected 350ci Chevrolet V8 mated to a 700R4 four-speed automatic transmission and a Currie 9” rear end with a limited-slip differential. The Outlaw Performance fiberglass body is finished in red with snakeskin-patterned graphics, and it is mounted to a tubular steel chassis with an independent front suspension, a four-link rear setup, and adjustable coilovers. Around 2014, the interior was further customized with snake-themed vinyl upholstery, Vintage Air climate control, Dakota Digital instrumentation, a push-button gear selector, keyless ignition, and a Pioneer touchscreen head unit. Additional highlights include shaved exterior trim, side-exit exhaust outlets, double-staggered Foose wheels, power steering, and four-wheel disc brakes. It was acquired by the seller on BaT in August 2024 to commemorate their mentor’s 90th birthday. Driven ~170 miles since, this street rod is now offered at no reserve with service records and a Oregon title in the seller’s name.

    The fiberglass body and tubular steel chassis were sourced from Outlaw Performance, and the car is finished in red with gold flake and snakeskin-patterned graphics along the sides. Details include a stainless-steel grille insert, a lift-off hood, shaved exterior trim, electric door poppers, rectangular side exhaust outlets, ’49 Lincoln teardrop taillights, and chrome headlight buckets, side vents, and mirrors. The windshield wiper arms have been removed and will accompany the car.

    Chrome 17” and 18” Foose Legend wheels are mounted with 225/45 and 245/45 Cooper Zeon RS3-A tires. The car rides on an independent front suspension, a triangulated four-link rear setup, and adjustable coilovers all around. Power-assisted rack-and-pinion steering has been installed along with four-wheel disc brakes and an E-Stopp parking brake.

    The cabin is trimmed in red vinyl and faux snakeskin that extends to the dashboard, headliner, and center console. Snake-themed designs adorn the door panels, and Chevrolet bowtie logos have been added to the upper seatbacks. AutoLoc billet switches with blue illumination are mounted in an overhead panel, and a Dakota Digital pod atop the center console operates the Vintage Air climate control system. Additional appointments include a push-button gear selector, keyless ignition, a Pioneer AVIC-5000NEX touchscreen head unit, cruise control, and Specialty power windows and windshield wipers.

    The upholstery scheme carries over to the trunk, which houses a fire extinguisher, an aluminum fuel filler cap, and a battery tender.

    The three-spoke steering wheel is mounted to a tilting column and sits ahead of a round Dakota Digital display. The digital odometer indicates 7k miles, around 170 of which were added since the last auction.

    The 350ci Chevrolet Performance Ram Jet V8 features electronic fuel injection, a faux eight-stack decorative cover, and a serpentine-belt accessory drive. Coated short-tube headers flow into a 2 ¼” stainless-steel dual exhaust system with Magnaflow mufflers. The aluminum radiator is cooled by a SPAL electric fan, the wiring for which was repaired in 2023. The coolant temperature sensor was replaced in 2022, and since the last auction a battery terminal was repaired, a leak was fixed on the radiator, and the oil was changed.

    A 700R4 four-speed automatic transmission is linked to a Currie 9” rear end with a limited-slip differential.

    A binder of records and additional items displayed in the gallery are included.

    The car is titled as a 2010 CUSTO using the North Carolina DMV identification number NCS99688.