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Spotted at the 2017 Bama Coast Cruise alongside the Metal Brothers’ display, this 1955 Chevrolet Nomad pairs a modern LS-series V8 with a traditional, unrestored-looking interior — built to be driven, not trailered. The video and its comments make the case for why Nomads still command a premium over other Tri-Five wagons, and why station wagons in general remain one of the most underrated entry points into classic Chevrolet ownership.
This rusty, graffiti-covered survivor carries the name of one of American car culture’s longest-running project cars: Project X. Bought for $250 in 1965 and rebuilt more times than almost any other muscle car in history, even landing a role in a 1980s movie, it’s a build that was never meant to be finished. Read on to find out how a bargain-basement purchase became one of the most legendary test mules in performance history.
This photo captures one of NASCAR’s rarest creations: a genuine wing car from the sport’s brief but wild ‘aero wars.’ Built by Dodge and Plymouth to chase top speed with towering rear wings and extended nosecones, cars like this one dominated the 1970 season before a single rule change legislated them out of competition almost overnight. Read on to find out why that rule mattered so much, and why surviving examples are worth seven figures today.
A single classic-car marketplace crunched a year of search traffic and produced a map that reads like a territorial dispute. Ford and Chevrolet each claimed exactly twenty states, one nameplate racked up nearly four million searches on its own, and one New England state broke ranks entirely. The results say as much about how Americans shop for old cars as they do about brand loyalty. Read on to see where the lines fell.
Thirty-six years in a Great Plains farm shed will bury a car in dust and obscurity, but for a numbers-matching Corvette it can also mean remarkable preservation. This 1965 Sting Ray coupe came out with its original engine and four-speed still in place and the paperwork to prove it. The real story was never on the surface, it was in the documentation. Read on to find out what separates this car from thousands of ordinary small-block Corvettes.
A 1965 Plymouth wearing rare copper paint and a 426 badge sounds like it should be running the legendary Hemi. It isn’t. A full year before the street Hemi rewrote what that number meant, Plymouth was already building a completely different 426 around a wedge combustion chamber. It lasted two model years before disappearing from the brochures almost entirely. Read on to find out what happened to the other 426.
The toothpaste trick for cloudy headlights is one of the most repeated tips in the car world, and it does work, but almost nobody mentions the two things that matter most: how quickly the results disappear, and the fact that most genuine classic muscle cars do not have the kind of headlights it applies to. Here is what is really happening to a hazy lens, why the fix fades in weeks, and what to do instead depending on what your car actually came with.
This orange muscle car is a Mercury Cyclone, a nameplate that started as a Comet trim level before evolving into a genuine 427 and 428 Cobra Jet-powered NASCAR aero warrior. Despite matching Torino and Chevelle SS performance, it remains one of the most overlooked muscle cars of the era. Read on to find out how a car built to homologate NASCAR aero packages ended up parked on a quiet street instead of in the history books.
Only one model year of Corvette ever wore the split rear window, and Chevrolet deleted it after twelve months because the designers and the engineers could not agree. That single detail is why a 1963 Sting Ray coupe carries a premium no other C2 can match, and why building one into a Pro Touring car with an LS3 and side pipes is such a loaded decision. This one crossed the block at Auburn. Read on to find out what that split window actually cost.
A 2015 Dodge Challenger SRT Hellcat turned up at the Pigeon Forge Rod Run wearing modifications its owner never bothered to explain, parked among hot rods four times its age. The stock car already made 707 horsepower and held an NHRA-certified 11.2-second quarter mile, which makes the question of what got changed more interesting, not less. Here is what that supercharged HEMI actually is, what owners typically do to them first, and why a barely-used car earned a spot at one of the South’s oldest gatherings.
Two hundred miles per hour is not a horsepower problem, it is a physics problem, and drag gets exponentially harder to overcome the faster you go. Hennessey took a brand-new sixth-generation Camaro SS, added a supercharger and a long list of supporting hardware, and came back with a verified 202.1 mph. Here is what went into the HPE750 package, why the number was so hard to reach, and how a factory Camaro ended up in company that used to belong exclusively to exotics.
Chevrolet’s 1957 Cameo Carrier borrowed styling tricks from the Corvette parts bin and offered power steering and power brakes years before that was normal on a pickup. Sales had already cooled from its 1955 debut by the time this example was built, making surviving trucks genuinely rare. Read on to find out which model year is hiding behind the paint.
This 1966 Chevrolet Chevelle SS wears the first major redesign of GM’s mid-size muscle car, along with a brand-new standard equipment: the 396-cubic-inch big block, now installed in every SS built that year. Chevrolet sold over 72,000 of them, but only a fraction carried the rare, solid-lifter L78. Read on to find out what separates a 1966 from the Chevelles that came before and after it.
Only about 619 of them were ever built, and the racing driver they were named after had left the brand before the model year was over. The 1968 Mercury Cougar XR7-G began as a tribute to Dan Gurney’s Trans-Am program and ended as a one-year-only special with no factory racing effort left to celebrate. What buyers actually got for their money is stranger than the story behind it. Read on to find out what made this Cougar different.
A 1972 Chevrolet C10 left the factory with an engine that would struggle to merge onto a modern freeway. This one wears Satin Orange paint, 20-inch black chrome wheels, a custom interior, and an LS1 where the tired original small block used to sit. That swap has become so common in the classic truck world that an entire industry exists to support it. Read on to find out why the LS became the default answer and what the 1972 model year means to collectors.