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A Tennessee boat builder turned its hull-molding skills toward something that would never touch water: an all-fiberglass 1957 Chevrolet built for straight-line violence. Every panel is one continuous hand-formed shell wrapped around an Art Morrison chassis, a twin-turbocharged 540-cubic-inch aluminum Brodix, and staggered Billet Specialties wheels. It’s proof that skills built on the water can translate into something that tears up the strip instead.
Black Jesus isn’t a factory legend or a numbers-matching survivor, it’s a Fox-body Mustang built on junkyard parts, an LSX swap, and an 88mm turbo that somehow turned into one of Houston’s most feared street racers. Born out of a rivalry with a car nicknamed White Devil, it built its reputation the hard way: real street wins, a start at TX2K17, and a habit of embarrassing cars that cost ten times as much. Lining up against a 1500-horsepower twin-turbo Lamborghini Gallardo is just the latest chapter in that story.
A yellow Lamborghini Aventador Superveloce — one of the most extreme, track-focused versions Lamborghini ever built — turned up at Scottsdale’s Cars & Coffee in May 2017, its owner content to stay off camera and let the car do the talking. The LP750-4 badge means 750 naturally aspirated horsepower sent through all four wheels, a formula increasingly rare even among modern exotics. It’s a reminder that gearhead culture, muscle car or otherwise, tends to converge in the same parking lots.
Ford turned heads in 2017 by expanding electronic line lock, the system that locks the front brakes so drivers can burn rubber at the rear, from the V8 Mustang GT to the entire 2018 lineup, including the turbocharged EcoBoost model. Formula Drift champion Vaughn Gittin Jr. even recruited everyday drivers at Irwindale Speedway to try it firsthand. Here’s how the feature works and why Ford decided even its four-cylinder pony car deserved it.
In the winter of 1965, Hertz partnered with Carroll Shelby to rent out 1,000 specially built GT350 Mustangs — the GT350H — for $17 a day at locations across the country. Each carried a Shelby-tuned 306-horsepower 289 V8 capable of 0-60 mph in about 6.6 seconds. High repair costs ended the program by late 1966, but the surviving cars are now some of the most sought-after Mustangs in the collector market.
A close-up of chrome-laden headlights doesn’t give away the model year on its own, but it does tell you this is a Ford Thunderbird built during the era when brightwork sold cars. Ford built the T-Bird to beat the brand-new Corvette at its own game — and it worked, generation after generation, from lean two-seaters to big-block four-seaters that broke sales records. Which chapter of that story is parked in this garage?
By 1973, most manufacturers had already retreated from serious muscle car performance, but Buick’s Stage 1 option for the Gran Sport quietly delivered 510 lb-ft of torque — the highest of any production passenger car engine that year — from its 455-cubic-inch V8. Only 728 buyers ordered the package, making this rare Sun Coupe variant one of the most overlooked survivors of the entire muscle car era.
This 1970 Chevelle convertible swaps its original big-block for a supercharged LS9 straight out of a Corvette ZR1’s parts bin, with custom work covering nearly every panel. See how the factory LS6 454’s reputation still shapes what builders chase decades later, and why this one goes about it with a very different engine.
For nearly three decades, Canadian buyers could drive a Pontiac that was almost pure Chevrolet underneath — a deliberate strategy, not a shortcut. The Parisienne wore genuine Pontiac styling and prestige while running Chevrolet’s cheaper, more fuel-friendly chassis and drivetrain, a formula so successful it eventually got imported into the U.S. in the 1980s. Here’s the story of the full-size Pontiac that wasn’t really a Pontiac at all — and why a clean survivor deserves more attention than it gets.
The 1969 Mustang Mach 1 wore its performance intentions on its sleeve with a shaker-style hood scoop and racing stripes, but the real story was under the hood. Ford dropped two very different versions of the 351 Windsor into that engine bay — a mild 250-horsepower two-barrel and a genuinely punchy 290-horsepower four-barrel with a compression bump most buyers never noticed. One made the Mach 1 comfortable, the other made it fast. Here’s what separated them, and what to look for if you’re chasing a real four-barrel survivor today.
The 1958 Buick Roadmaster was Buick’s flagship, built around the 364-cubic-inch ‘Nailhead’ V8 rated at 300 horsepower (up to 330 with the optional performance package) and paired with the unusual triple-turbine Flight-Pitch Dynaflow transmission. With a 127.5-inch wheelbase and a price near $4,600, only 14,054 were built that year — a full-size cruiser with the kind of overbuilt engineering that made long hauls, like a run from Denver to Detroit, feel routine.
Dodge’s 2017 Dynamics Package let Scat Pack buyers borrow brakes and wheels straight from the Hellcat parts bin for just ,200 — without touching the engine at all. The upgrade swapped in forged 20-inch wheels and 6-piston Brembo brakes lifted from the SRT lineup, all while the Scat Pack’s 485-horsepower HEMI stayed untouched. Here’s exactly what buyers got for the money.
Every spring, Van Nuys, California hosts what’s billed as the largest Mopar show and swap meet west of the Mississippi, with more than 700 cars and close to 10,000 spectators. E-body Barracudas, ‘Cudas, and Challengers built between 1970 and 1974 are the stars of the show, turning out in the wild color palette Chrysler was famous for during that era. Now in its fourth decade, Spring Fling has become a fixture for serious Mopar collectors.
The Brothers Collection has enough drop-top muscle cars in one place that V8TV built an entire summer episode just ranking favorites — a 1967 Mustang K-Code, a 440+6 ‘Cuda in Tor-Red, a factory fuel-injected 1959 Corvette, and a rare Trans Am convertible among them. Convertible muscle cars were always the harder find, built in smaller numbers and lost to rust and neglect faster than their hardtop siblings. Seeing seven of them together says something about just how deep this collection actually runs.
The 2018 Camaro ZL1 1LE didn’t chase a bigger engine to get faster — it chased lighter wheels, race-derived dampers, and grippier tires instead. The result was a car roughly 3 seconds quicker around a 2.9-mile road course than the standard ZL1, all while keeping the same 650-horsepower V8 underneath. Here’s where all that extra performance actually came from.