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1976 was the last year Pontiac dared to build a real big-block muscle car, and this Trans Am is a rare survivor of that final stand. Backed by the numbers-matching 455 V8 and a genuine four-speed manual, it’s the kind of drivetrain combination most buyers skipped in favor of the easier automatic. Add in an untouched original interior and you’ve got a driver-quality time capsule from the twilight of an era.
This sunflower yellow 1970 Chevy Yenko Deuce Nova earned the nickname ‘mini muscle car’ from the crew at V8TV’s Muscle Car Of The Week — and it’s not even the first one they’ve featured. Built around a tuned 350 small block rather than Don Yenko’s famous 427 big-block conversions, it offered a lighter, quicker alternative during the muscle car era.
A single SCCA rule change in 1970 forced Chevrolet to swap the Z/28’s small homologation-special engine for the Corvette’s LT1 350, reshaping one of the most respected nameplates in muscle car history. A delayed February launch compressed the entire selling season and left Chevrolet with just 8,733 units built that year. Read on to find out why this specific model year still matters to collectors.
Lowrider culture was born on the boulevards of East Los Angeles, built by car clubs who turned full-size sedans into rolling art with hydraulics and candy paint decades before the rest of the country noticed. So how did a chromed-out Oldsmobile 98 end up cruising a street in Brooklyn instead? Read on to find out how a West Coast movement built its own history on the opposite coast.
Pontiac never built a 428-cubic-inch Firebird, which makes this 1967 convertible’s engine bay a genuine puzzle until you realize the builder stayed entirely within Pontiac’s own performance parts family. Backed by a four-speed manual and topped with Edelbrock aluminum heads, this is a big-inch build with a cleaner pedigree than most cross-brand engine swaps. Read on to find out where that 428 actually came from.
Only 1,325 of the 22,229 Corvettes Chevrolet built for 1964 left the factory with the L84 fuel-injected 327 under the hood, and fewer still survive as numbers-matching convertibles. Owners Bob Atkins and Fred Haraf have kept this silver-on-black example since 2011, and they know exactly what separates a genuine fuelie from a car wearing the right badges and nothing else. Read on to find out what makes this 375-horsepower Sting Ray one of the rarest combinations Chevrolet ever built.
Carroll Shelby’s small California shop produced two of the most valuable nameplates in American car history, the race-honed Shelby Mustang and the V8-powered Cobra roadster that started it all. Fewer than a thousand genuine Cobras were ever built, compared to tens of thousands of replicas made since. Read on to find out what actually separates a real Shelby from everything built to look like one.
This widebody 1973 De Tomaso Pantera hides a serious trick under its flared fenders: a Ford GT front end grafted onto an Italian mid-engine body, backed by a 351 Cleveland V8 and a ZF five-speed transaxle. Ford sold the Pantera through Lincoln-Mercury dealers for just a few years before an oil crisis and warranty headaches ended the partnership. Read on to find out what it took to merge two very different Fords into one genuinely double-take build.
Tony has owned this 700-horsepower 1969 AMC Javelin SST for thirty-five years, driving it to the strip, racing it hard, and towing a parts trailer three hundred miles between events. Getting a car this powerful to stand its front wheels up on launch, and land clean every time, takes decades of dialed-in suspension work most owners never attempt. Read on to find out what’s really behind a wheels-up launch like this one.
A 1963 Ford Falcon was never supposed to be a show car — Ford built it to be cheap and forgettable, not fast or beautiful. The build that turned up at the 2017 Detroit Autorama, with a modern 5.0 Coyote V8 under the hood and a stance that reportedly makes nearby Camaros look sad, argues otherwise. Even longtime enthusiasts in the comments admit they never expected to be impressed by a Falcon. Watch to see the build that changed their minds.
This 1970 Chevelle SS wears a period-correct red and black paint job over something Chevrolet never built at the factory, a modern 572-cubic-inch crate engine capable of blowing past the legendary LS6’s numbers. The swap raises a real question about where resto-mod ambition ends and factory-original respect begins. Read on to find out what it actually takes to make a fifty-year-old chassis survive that much power.
This 1973 Monte Carlo cruising through Dallas shows exactly what Chevrolet was really selling that year, a European-inspired ride wrapped in unmistakably American size and comfort. Launched right before the 1973 oil embargo reshaped the entire market, its 350 four-barrel V8 hit a genuine sweet spot between performance and everyday livability. Read on to find out what period reviewers loved most about it.
This gutted and caged Chevrolet C10 showed up to Slow Car Cash Days, a Midwest grudge racing event with an 800-horsepower wheel cap, running a small-block Chevy V8 with a comparatively simple nitrous system, and it wasn’t even turned all the way up. It still ran down dedicated race builds, leaving the crowd, and the comment section, wondering what it could do with no cap at all. Watch the runs and see why square-body owners can’t stop talking about it.
This 1967 Chevrolet Camaro RS convertible wears factory Ermine White over Bright Blue, and the Rally Sport package on the nose says nothing at all about what is under the hood. RS was a roughly $105 appearance option with hidden headlights and revised taillights, nothing more. This one carries a 327 V8, a floor-shifted Powerglide, a power top and a console. Read on to find out why cars ordered this way often survive better than the four-speeds.
A rusted 1971 Datsun 240Z shouldn’t have any business running a Chevy 4.3L V6, let alone breathing through a turbocharger stolen off a Ford Power Stroke diesel. But that’s exactly what somebody built, mixing three brands and three engineering eras under one hood. The pairing isn’t as random as it sounds — diesel turbos are built for exactly the kind of low-RPM torque a small V6 needs. It’s the kind of mutt build that gets talked about at every cruise-in.