Posts By: Kiril
Chrysler’s Mopar division builds exactly one limited-edition Dodge a year, then stops before anyone gets tired of it. The 2017 Challenger version came in just 160 units split between two hand-painted color combinations, packing a 485-horsepower 392 Hemi available only with a six-speed manual. Every buyer also received a numbered owner’s kit complete with a hand-signed rendering and a vehicle “birth certificate.” Here’s why this particular Mopar special edition stands out from the seven that came before it.
Ford’s 1967 Mustang order sheet topped out with the 390 cubic inch S-Code V8 — the biggest engine the pony car could carry that year, rated at 320 horsepower and roughly 427 lb-ft of torque. Most buyers chose lighter, cheaper small-block options instead, which is exactly why documented S-Code GT Fastbacks like this one are so scarce today. Ford built roughly 28,800 Mustangs with this engine across the entire 1967 lineup. Here’s what made the biggest ’67 Mustang engine such a hard sell.
This 1964 Impala convertible wears the right badges but hides a fully built 427 roller big block rated at 550 horsepower, an engine Chevrolet never actually offered in the model that year. It is a modern muscle build wrapped in classic Impala sheet metal, built for a very different kind of driving than the factory intended.
Few production cars let all four doors swing open with no center pillar in the way — Lincoln built one on purpose, then added a hidden safety interlock most owners never noticed. This powder blue 1964 Continental is one of just 3,328 four-door convertibles Lincoln built that year, vastly outnumbered by hardtop sedans. Under its long hood sits a 430 cubic inch V8 good for roughly 320 horsepower. Here’s what makes this body style so hard to find today.
This meme is riffing on a rivalry that goes back to the 1970s fuel crisis, when import fuel economy started chipping away at muscle car dominance and a dismissive slang term was born in response. The joke still works because the regional divide it pokes fun at never really closed. Heres where the insult actually came from and why its still debated today.
This gold 1967 Chevrolet Camaro SS is wearing the very first sheetmetal Chevy ever put on the nameplate, built to answer Ford’s Mustang head-on. The SS package brought a 295-horsepower 350 V8, Wide Oval tires, and the signature bumblebee stripe, while just 602 buyers that year opted for the brand-new Z/28 package instead. Chevy moved over 220,000 first-year Camaros total. Here’s what actually separated the SS from the rest of that debut lineup.
The LT1 badge has powered three different Chevy small-blocks across more than 50 years: a 1970 Z/28 original, a 1992 Corvette and Camaro revival, and today’s direct-injected Gen V engine making 460 horsepower in the Camaro SS. That exhaust note isn’t just loud for the sake of it; it carries one of Chevrolet’s most storied performance names.
Most drivers assume better brakes mean shorter stopping distances, but the real limiting factor is almost always the tires. Brakes convert a car’s kinetic energy into heat through friction, yet it’s the contact patch between rubber and road that determines how much friction is actually available. Worn tread, low pressure, or a wet road can make even race-grade brakes ineffective. For muscle car owners whose classics were built with tire technology decades behind their horsepower, that gap matters more than most people realize.
Lebanon Ford’s LFP 10 takes an ordinary Mustang GT and turns it into a consistent 10-second quarter-mile machine using a supercharger, fuel system overhaul, and drag-specific driveline parts — all for $60,000. The dealership rates it at 700 horsepower, though most buyers get a slightly detuned 650 for long-term reliability. It’s frequently compared to the factory-built Dodge Demon, but without the factory warranty that comes with Mopar’s version. Is a dealer-built 10-second Mustang the smarter buy?