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Ford reshaped its mid-size muscle car for 1973 to meet new federal bumper rules, and the redesign paid off with a 52 percent jump in production over 1971. Buyers could choose between a humble inline-six and a deeper bench of V8 options than you’d guess, with the sportiest Gran Torino Sport reserved for V8 power only. The changes pushed the Torino ahead of its longtime rival, the Chevrolet Chevelle, in Fords ongoing battle for intermediate muscle car sales.
The Lincoln Continental exists because Edsel Ford wanted a better-looking car than anything Detroit was building in 1938 — so he had one made just for himself. A decade later, the 1948 convertible represents the final year of that original design, powered by a 292-cubic-inch V12 Lincoln would soon retire for good. Only 452 convertibles like this one were ever built. Here’s the story behind one of Detroit’s rarest postwar V12s.
The 1963 Buick Riviera almost wore a Cadillac badge instead, GM’s styling chief originally designed it as a LaSalle-branded personal luxury coupe before Cadillac passed and Buick claimed the project. Deliberately limited to 40,000 units to preserve its exclusivity, the Riviera paired genuine luxury styling with a 325-horsepower Nailhead V8 capable of 0-60 in around 8 seconds. It’s a car built on a rejection that turned into one of Buick’s most important models of the decade.
This 1964 Chevy II Nova wears a badge from a year Chevrolet never actually offered a 406-cubic-inch V8 – the largest factory small-block that year topped out at 283 cubic inches. That gap points to a later restomod-style engine swap, a common and well-regarded upgrade path for this lightweight, unibody platform. The photos below, courtesy of Gateway Classic Cars, capture why the first-generation Nova remains such a popular canvas for builders. Vintage looks, modern power – that’s the whole appeal.
More than a million buyers drove home in a Chevrolet Impala during 1965 alone – a single-model-year record that’s never been broken. Behind that number sat an engine lineup ranging from a thrifty six-cylinder all the way up to a 425-horsepower 396 Turbo-Jet V8. The photos above, courtesy of Gateway Classic Cars, capture why this generation still turns heads at cruise nights today. Sales records aside, this was a genuinely well-designed car.
Plymouth’s 1970 GTX was already losing sales to its cheaper Road Runner sibling, and the rare 440 Six Barrel option most collectors chase today made up only a small fraction of that shrinking total. With just 7,748 GTXs built that year and roughly 678 carrying the triple-carb 440, the math behind this car’s rarity is stark.
In 1966, most Chevelle shoppers who wanted power bought a Malibu or the newly standalone SS-396 — the base 300 series was built for buyers who wanted a car, not a statement. Of the 28,600 base 300s Chevrolet built that year, only 5,300 came with the optional V8, making a V8-powered example like this one the exception rather than the rule.
The 1969 Camaro SS’s official order sheet topped out at a 375-horsepower 396, but a separate, little-known path let buyers get a factory 427 anyway — through Chevrolet’s COPO ordering system or through tuner dealers like Yenko and Baldwin-Motion. The rarest of those, the aluminum-block COPO ZL1, was built in tiny numbers and now ranks among the most valuable Camaros in existence. It’s proof the fastest ’69 SS wasn’t always the one on the brochure.
This 1940 Chevrolet wears its original pre-war sheet metal but hides a thoroughly modern 355-cubic-inch small-block V8 under the hood, paired with a 4-speed automatic transmission Chevrolet never offered on the real 1940 model. It’s a textbook street rod build: a decades-old body around drivetrain technology that didn’t exist yet when the car was new. The small-block’s legendary tunability is exactly why builders keep reaching for it.
The 1963 Chevy II Nova SS convertible carried Chevrolet’s sportiest badge and bucket seats, floor shifter, and unique trim — but not a single extra horsepower, since the only engine offered that year was a 120-hp inline six. Chevrolet dropped the convertible body from the Nova SS lineup the very next year, making 1963 the only season you could get one with the top down. It’s a rare, six-cylinder oddity hiding behind a performance badge.
Ford’s 221-cubic-inch flathead V8 earned a nickname simply from its horsepower rating: enthusiasts still call it “the 85 horse” engine decades later, even though output actually varied across its production run. This restored 1938 Deluxe, shown here courtesy of Gateway Classic Cars, represents a quiet but important midpoint in that engine’s development, right before a bigger redesign arrived later that year.
1974 marked the final year Plymouth built the Road Runner on its original mid-size platform, with engine options still ranging from a mild 318 up to a 440 big block wearing GTX badges. Production had fallen to 11,555 cars, down from 19,056 the year before, as the muscle car era wound down. The Road Runner nameplate held on one more year on the larger Fury-based B-body before being reduced to a Volare trim package in 1976.
This 1969 Dodge Coronet Super Bee carries the rare A12 package, a 463-dollar option that swapped in a 440-cubic-inch V8 wearing three two-barrel carburetors for one strange mid-year run. Only 1,907 were built before Dodge moved on. Stock, these cars ran mid-13-second quarter miles, embarrassing plenty of pricier machinery on the strip.
This 1965 Corvette Sting Ray carries the standard 327 V8 and 4-speed manual, not the ultra-rare fuel-injected version Chevrolet also offered that year for $538. With only 771 fuelie cars built before the option quietly disappeared, most 1965 buyers picked exactly the setup shown here. It turned out to be the smarter choice for reasons Chevrolet is own big-block engine would soon prove.
Oldsmobile never built a 383-cubic-inch engine in 1971 – the factory topped out at 455 cubic inches for the 442, the last year it existed as its own model. This Cutlass instead runs a custom stroker build paired with a 4-speed automatic, restored on camera for the Car Warriors reality series. It’s a reminder that some of the most interesting muscle car builds are the ones that ignore the original spec sheet entirely.