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Brandon Pursley first saw the car he’d eventually own at a 1998 drag event outside Denver — and didn’t actually buy it for almost 17 years. His 1991 Camaro Z28, the last of the third-generation Z28s, was worth every bit of that wait. Here’s the story behind one of the final third-gen Camaros Chevy ever built, and why patience paid off.
Mistaken for his teammate’s identical car and later disguised as a Road Runner and then a Dodge Charger, this Plymouth Superbird spent decades with its true history erased, until a collector’s detective work and Richard Petty’s own crew proved The King really had driven it. A full restoration at Petty’s shop brought one of NASCAR’s genuinely lost cars back into the light.
This yellow ’70 Torino GT convertible isn’t just a pretty face for a rating poll — 1970 was the last year Ford ever built a droptop Torino, and only 3,939 GT convertibles left the factory. A rare handful got the 429 Cobra Jet instead of the standard 351. Here’s what actually separates a common Torino from a genuinely rare one.
The twin-turbo Unicorn C5 Corvette already hit 980 horsepower on the dyno once, then a string of broken parts and delays threatened to derail the whole project. Now the build is finally back on the rollers to see whether the fixes held and the curse is really broken. Packing twin turbos into a C5’s tight engine bay was never going to be easy. Watch to see if the Unicorn C5 delivers.
The Buick Riviera GS looked like a country-club cruiser, but hiding under its sculpted hood was a 430-cubic-inch V8 making 360 horsepower — enough muscle to embarrass cars that looked far more aggressive. Only about one in ten Rivieras built in 1969 left the factory with the GS handling package, making genuine survivors a rare find today. Between hidden headlights, retractable wipers, and a drivetrain most buyers never even asked about, this personal-luxury coupe hid a genuine sleeper’s heart.
Steve Brody’s 1964 Pontiac GTO convertible scored 997 out of 1,000 points at judging – fitting for the car most historians credit with starting the entire muscle car era. Pontiac’s team built it around a GM displacement loophole, and sales managers were so unsure of demand they capped the first run before realizing they’d underestimated buyers by a wide margin. Here’s the real story behind the car that started it all.
Not every muscle car story needs a famous name attached – this small-block Chevy V8 build is built around something simpler: a dad, his son, and a car that’s more about bringing a crew together than chasing horsepower records. Here’s why builds like this one still matter as much as the six-figure survivors.
Every 1970 Shelby GT350 was actually a leftover 1969 car re-tagged with a new VIN after Carroll Shelby’s Ford partnership had already ended. Only 57 of those cars were convertibles, and this bright orange survivor is one of them. Here is the strange true story behind the final Shelby Mustang model year.
The 4-4-2 name had already been demoted to an option package by 1972, and the convertible body was on its way out entirely. But drop a real W-30 455 under the hood and you’ve got one of roughly 113 built that whole model year. Here’s why this rare drop-top Olds still turns heads at every show it rolls into, and what made its final convertible run so special.
Chevrolet dropped its first real big-block into the Corvette in 1966, and the numbers on paper barely tell the whole story. GM quietly underrated the top engine to keep insurance companies calm. Here’s what made the 427-powered ’66 Sting Ray one of the most significant Corvettes Chevrolet ever built, and why so few came off the factory floor exactly like this one.
A Jeep balanced up on two wheels tends to stop traffic at any car show — but for the Clayton family, their 1978 CJ5 was never really about the trick. Bought new by Butch Clayton’s father and restored by three generations since, this Wrangler forerunner has spent 39 years quietly becoming something closer to family than machine. Here’s the story behind the CJ5 that turned heads at a quarterly Lowcountry meet.
1967 was the year Ford stopped playing it safe with the Mustang. A wider engine bay, beefed-up frame rails, and the debut of the 390-cubic-inch GT390 package turned Ford’s pony car into a legitimate muscle car contender almost overnight. Only 13,852 GT390 fastbacks rolled off the line that year, and clean survivors get harder to find every season. Here’s what made 1967 the Mustang’s turning point.
A 1970 Pontiac Grand Prix Model J might look like just another personal-luxury coupe at first glance, but the drivetrain hiding underneath tells a much more interesting story. From a detuned economy 400 to the range-topping 455, Pontiac gave buyers a surprisingly wide menu that year, even as total Grand Prix production got cut nearly in half. Here is what made the base-trim J worth a second look.
Chevrolet moved 777,000 Impalas in 1969, and this Custom Coupe survivor runs the oddball 396 big block that somehow made less horsepower than the standard 350, yet cost more to order. It is one of the strangest factory spec quirks of the era. Here is why the numbers do not add up, and why that makes this cruiser worth a second look.
Roughly 7,802 Dodge Challengers built in 2017 had a transmission control module glitch that could leave the car showing Park on the dash while it was actually anything but. The fault traced back to software meant to smooth out shift quality, and Chrysler fixed it with a free dealer update. No accidents were ever tied to it, but it’s a solid reminder that horsepower isn’t the only thing worth double-checking.