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1987 Chevrolet S10 for sale on Hemmings.com From the seller's description:
Complete frame-off, impeccably documented Custom Restoration, New Chevy 350 motor, polished and billet accessories, Corvette bucket seats and more, including:
New Chevy 350 (3100 miles), Headers, Polished and Billet Accessories, Complete Engine, all Braided Line, Brand New Turbo 350 Transmission with 10-Bolt Rear-end and Custom Exhaust.
Custom Gunmetal Grey Metallic Paint with Black Rally Stripes
Custom interior with Corvette Bucket Seats, a '69 Camaro Horseshoe Ratchet Shifter, Power Windows and After-market Air Conditioning
Complete Documentation from Beginning to End
Every detail is done right on this machine, no expense spared.
This truck is ready to show!
1987 Chevrolet S10
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What if I told you that not all muscle cars are from Detroit? No, I’m not talking about any of the rebellious machines from Kenosha. I’m talking about Newport Pagnell. Where exactly is Newport Pagnell you ask? It’s about 50 miles northwest of London, and the traditional home of Aston Martin, where thousands of its cars were built between the mid-1950s through 2007. Let’s take a look at this 1978 Aston Martin V8 Series 3 currently offered on Hemmings Auctions as a prime example of a non-Detroit muscle car.
How does the AMV8 stack up as a muscle car? Let’s count the ways: It’s got a booming, high-performance V8 under the hood that sends power to the rear wheels—and the rear wheels only. It’s a two-door coupe with a long hood and a fastback roof. It has a big hood scoop needed to clear a quartet of Weber two-barrel carburetors. It even has a Chrysler TorqueFlite automatic transmission for that authentic Yankee feel.
Rather than a lightweight sports car, the Aston Martin V8 is better considered a GT car, which seems to have a lot in common with American muscle cars. Even with aluminum body panels, the rather substantial Aston had a curb weight just a hair over 4,000 pounds, making it several hundred pounds heavier than a 1969 Dodge Charger R/T. It’s worth noting that despite being measurably smaller than the Charger, both cars share very similar proportions, with their long hoods, fastback rooflines, and short rear decks. An even closer comparison comes in the form of a ‘67 Ford Mustang, again with similar proportions but also the Aston having a wheelbase and overall length, width, and height very close to the American pony car.
The 1978 Aston Martin V8 is frequently referred to as a Series 3 since it was derived from the DBS, a model that launched in 1967 with an inline-six engine that was followed by the DBS V8, with a fuel-injected V8 engine. Both versions of the DBS were sold alongside each other into 1972, when, during the model year, the simply named V8 model supplanted both. With an updated front end that included a grille shape more reminiscent of Aston Martins past and a pair of headlamps rather than four, these interims V8s were considered Series 2 cars.
In 1973, Aston Martin dumped what had turned out to be a problematic mechanical fuel-injection system, instead opting for four Weber carburetors for its 5.3-liter V8. Multiple carburetion gives it good company with the likes of a Mopar 440 Six-Pack or Pontiac Tri-Power. That carburetor setup required additional hood clearance that resulted in the large scoop worn by such cars, though it was non-functional in terms of letting in any additional air to the intake.
The rest of the engine department takes a big departure from the standard American iron-block, overhead-valve setup. Aston Martin’s V8 featured all-aluminum construction and dual overhead camshafts on each cylinder head, driven by dual chains. Yes, it had hemispherical combustion chambers, even with just two valves per cylinder. Engineers specced a forged crankshaft and forged chrome-moly connecting rods.
Output for 1978 was estimated at 310 horsepower and 320 lb-ft of torque—pretty substantial numbers for a car built during the oil crisis era and before engineers had leveraged electronic fuel injection to win the battle against emissions regulations. In accordance with its muscle car vibe, most AM V8s of the period were equipped with a TorqueFlite three-speed automatic, complete with Mopar factory ratios of 2.45:1, 1:45:1 and 1:1, along with a limited-slip rear differential. A 3.31 final-drive ratio was standard, with 3.54:1 optional. A five-speed manual was available.
Distinctions from Detroit grow once you step inside an Aston Martin V8, which was essentially a handmade car, with very low production numbers. Each of the four seats was covered in leather, a material that extended to the door trim, steering wheel, shift knob and even the center console surround. Carpets were wool. Given its high price and object of luxury aspirations, each car was also packed with plenty of sound insulation to isolate occupants from road noise. Power assistance for the brakes and steering was standard, as were air conditioning, power windows and power locks.
With a 0-60 mph time of “about six seconds,” according to Aston Martin literature of the time, along with a top speed over 150 mph, the AM V8 was in nearly a class by itself. Torque wasn't quite like that of an unrestrained big block American V8 from the peak muscle car era, but the Aston Martin’s V8 engine still delivered power with a swift rush towards a redline over 5,000 rpm, though no such actual red line is indicated on the tach. Suspension included unequal-length control arms up front with an anti-roll bar and De Dion rear axle with parallel trailing arms and watt linkage in the rear. Coil spring were at all four wheels, as were disc brakes, with the rear disc inboard. Not designed to tackle a tight road course, the AM V8 was still noted as a competent high-speed handler.
This 1978 Aston Martin V8 Series 3 features a silver metallic body with a red leather interior. The selling dealer indicates that it was purchased from the second owner who it is believed purchased it from the original owner as he aged out of driving in his 90s. The car appears to have been very well maintained, with the seller sharing that the engine, transmission, paint, body and interior are all “highly original.”
Other information to note on this AMV8 are a slew of services performed last fall, including a “full tune-up,” rebuilt carburetors, new spark plugs and filters, new battery and an alternator rebuild. Everything is asserted to be functioning properly with the car seemingly ready to drive anywhere.
As one of less than 1,000 Series 3 examples made, this 1978 Aston Martin V8 coupe offers a uniquely British take on big V8 performance in a midsize car—a muscle car, but with a different accent.
Head on over to Hemmings Auctions and take a closer look for yourself.
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Photography by Mark J. McCourt
Rain may have dampened Sunday's festivities at the Hudson River Valley Antique Auto Association's 2024 Rhinebeck Car Show, but attendance and spirits were high last Saturday when we visited this eagerly anticipated season-opening event in the heart of New York's Hudson Valley. Held at the Dutchess County Fairgrounds, this event includes a car corral that was stocked with all manner of interesting cars, trucks, and other vehicles -old and new, some turnkey, others restoration projects- being sold.
We were drawn to a pair of Bright White first-generation, rear-wheel-drive Dakota pickups, offered by different sellers, that represented the sportiest and most collectible variants Dodge sold in that mid-size truck's 1987-1996 model years.
Do You Like Sunshine And SPF?
Photography by Mark J. McCourt
<p>The first was one of fewer than 3,800 <a href="https://www.hemmings.com/stories/article/tough-and-topless-1989-dodge-dakota-sport-convertible" target="_blank">Dakota Sport Convertibles that were finished by ASC</a> in Livonia, Michigan, between 1989 and 1991. This first-year drop-top was powered by a fuel-injected 3.9-liter, 125-hp V-6 mated to the optional column-shifted overdrive automatic. It showed 152,500 miles on the odometer and appeared largely stock, save for an aftermarket sound system, bed-covering soft tonneau cover, and 18-inch Boyd Coddington alloy wheels (replacing 15-inch originals) mounting Z-rated 245/45 tires. The signage noted it had upgraded ignition and exhaust systems, and we spotted drilled and slotted front rotors; the seller was asking $14,500.</p>
Or Shelby V-8 Muscle?
Photography by Mark J. McCourt
<p>Chrysler President Lee Iacocca contracted with his old pal Carroll Shelby to have <a href="https://www.hemmings.com/stories/article/carrolls-shop-truck-1989-dodge-shelby-dakota" target="_blank">Shelby Automobiles, Inc. build a limited run of 1,500 high-performance Dakotas</a> powered by the largest engine in the corporation's stable, the 318-cu.in. V-8. Exclusively mated to a four-speed automatic, this engine sent 175 hp and 270 lb-ft of torque to the rear wheels through a limited-slip differential and 3.90 gearing. A sport suspension used gas-charged shocks and a front anti-sway bar, while disc/drum brakes with rear-wheel ABS hid behind unique hollow-spoke 15 x 6-inch alloy wheels. Inside the cab, a Shelby three-spoke steering wheel was complemented by Shelby-specific upholstery and a numbered dash plaque; this 154,084-mile truck also bore a sunroof and Carroll Shelby's autograph. There was no mistaking the Shelby outside, considering its bold decals, wheel-arch flares, air dam with fog lamps, and sporty bed-top lightbar. This Shelby Dakota's seller was asking $19,000.</p>
If you missed these pickups in Rhinebeck and have a soft spot for collectible modern-classic Dodge trucks, you can search the Hemmings Marketplace and find the right Dakota for you.
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