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The Plymouth Superbird’s absurd nose cone and towering wing weren’t styling choices, they were a NASCAR homologation requirement that forced Plymouth to build roughly 1,935 street cars nobody asked for. Only about 135 left the factory with the legendary 426 Hemi, making genuine Hemi Superbirds some of the most valuable muscle cars ever built. NASCAR banned the aero cars after just one season, leaving the Superbird a one-year wonder that still stops traffic today.
This 1967 Camaro SS396 convertible carries the top-tier 375-horsepower 396 big block and a Granada Gold color combination rarely seen even among first-year Camaros. Convertibles from that debut year survived in far smaller numbers than hardtops, making a documented example like this genuinely scarce. Featured as the Camaro nameplate crossed its 50th anniversary, it’s a direct look at where the whole legacy began. See what made the very first SS396 worth remembering.
A Ford GT and a Viper, both built to push past 1000 horsepower at the rear wheels, met at a private track day hosted by Texas Speed Syndicate — no factory spec sheet, no scripted comparison, just two very different platforms pushed to the same extreme. One runs a turbocharged V6, the other a boosted V10, and each pays for its power differently in weight and layout. Matching numbers on paper doesn’t guarantee a matching result on track. See how it actually played out.
A Demon and a Hellcat, owned by the same person, hit the same dyno on the same day — no excuses, no inconsistent conditions, just two supercharged Hemis measured back to back. The results land closer together than Dodge’s factory numbers might suggest, with a bigger gap still to come once the Demon’s PCM gets unlocked. Which car actually earns its reputation once the numbers are real? See exactly where they landed.
The 2018 Chevrolet Corvette Grand Sport borrows the Z06’s wide body and suspension hardware but skips the supercharger, and reviewers called it the best-handling C7 Corvette yet built. It landed as a deliberate placeholder ahead of the next ZR1 and the mid-engine C8 that would follow. Sometimes the middle child in a lineup ends up being the one worth driving. Find out why this Corvette earned that reputation.
This first-generation Chevrolet Camaro is wearing the SS package that proved Chevrolet could take GM’s answer to the Mustang seriously as a genuine performance machine. Buyers in 1967 could choose anywhere from a 295-horsepower small-block up to a 375-horsepower L78 big-block, and Chevrolet built roughly 34,411 SS Camaros that first year. Here’s what separated the quick ones from the merely stylish ones.
This two-tone turquoise-and-white Buick Roadmaster was Buick’s flagship statement car for most of the postwar era, built to tell the neighbors you’d arrived. Under that long hood sat a 320-plus cubic inch straight-eight paired with the industry-first Dynaflow automatic, and two-tone paint like this was a genuine extra-cost option most buyers skipped. Here’s what made the Roadmaster worth flagship money when it was new.
A Hemi-powered Mopar, a turbocharged Buick, and a small-block Corvette rarely share a starting line — until a F.A.S.T. grudge race forces the issue. Each car represents a completely different approach to making horsepower, and each brings its own die-hard fan base into the argument. Grudge racing settles factory rivalries the only way that actually counts: at the stripe. Watch to see which philosophy wins out.
Pop the hood on a Chevelle badged SS 396 and there’s a decent chance the engine underneath isn’t actually 396 cubic inches anymore — Chevrolet kept the name even after the big-block grew to 402ci in 1970. What started in 1965 as a limited-run, Corvette-powered option became one of the most chased badges in muscle car history. Here’s how a number that stopped being accurate became legendary anyway.
Believed to be the final Pontiac GTO Judge convertible built for the 1969 model year, this special-order example carries the 366-horsepower Ram Air III 400 V8 and a color combination most Judge buyers never chose. It’s part of The Brothers Collection, a group of muscle cars defined by being the first or last of their kind off the line. Being the last of anything in muscle car history is its own rare distinction. See what closes out a legendary model year.
A black-on-black Dodge Charger parked on a cobblestone street could be any number of things under the hood — and in 1969, that uncertainty was half the fun. Dodge backed the R/T badge with a standard 375-horsepower 440 Magnum and an optional 425-horsepower 426 Hemi that fewer than 500 buyers ever got their hands on. Here’s what actually separated the everyday R/T from the unicorns.
A 1970 Chevelle running a 383 stroker small-block lines up against a 2009 Mustang GT, old-school displacement and carburetion against modern factory engineering, forty years apart. Neither car has an obvious edge on paper, which is exactly what makes the run worth watching. It’s one small chapter in a debate that’s been running at stoplights for decades. Watch to see which era comes out ahead this time.
Mercury built the Eliminator to trade on the Boss 302’s Trans-Am reputation, but most buyers actually drove home in a 351 Windsor instead. Only around 2,250 were built in 1969, making it rarer than the Mustangs and Shelbys it was aimed at outrunning. See what set the Cougar Eliminator apart, from its functional hood scoop to the 428 Cobra Jet option most fans never even knew existed, and why it remains one of the most overlooked factory muscle cars of its era.
The Dodge Charger R/T and Challenger R/T share a platform and the same 5.7-liter HEMI V8, so which one actually wins on the street? Modern Muscle lines up a 2017 Charger R/T against the host’s own 2015 Challenger R/T for a straight-line matchup that comes down to weight, wheelbase, and launch technique more than spec-sheet bragging rights. The result isn’t as predictable as you’d think. Watch the race to see who takes it.