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Chevrolet had less than a year to answer the Ford Mustang, and the car it rushed into showrooms for 1967 has now outlived the emergency that created it by nearly six decades. The first Camaro arrived with eight engines, two very different option packages, and a hidden-headlight trick that most buyers wanted more than they wanted stripes. Here is how a panic response became an icon almost overnight.
No-prep drag racing strips away the sticky track surface most cars depend on for grip, turning every run into a battle against wheelspin on bare concrete. At the Conquer the Concrete event at Thunder Valley Raceway Park near Oklahoma City, James ‘Birdman’ Finney turned that chaos into a $10,000 payday. It capped a run that had already put more than $45,000 in his pocket across his previous three major no-prep races.
Line up a supercharged Shelby GT500 against a naturally aspirated Camaro SS and the spec sheet declares a winner before anyone stages. Then the tree drops, and the spec sheet turns out to have been describing two entirely different cars aimed at two entirely different buyers. Traction, launch technique, and driver nerve routinely rewrite the math. Here is why this matchup keeps getting rematched, and why the outcome is less predictable than it looks.
Chevrolet did not build the Z/28 to win a stoplight argument. It built it to satisfy a rulebook that capped racing engines at 5.0 liters, which is why engineers invented an entirely new 302 small block by mixing parts from two others. The 1968 car sharpened the formula with better suspension, a homologated cross-ram induction package, and back-to-back Trans-Am titles. Read on for what made the plainest-looking Camaro the most respected one.
The 1978 Porsche 930 Turbo picked up a nickname that owners still repeat with a nervous half-laugh, and it had nothing to do with how fast the car was in a straight line. A 3.3-liter intercooled flat-six, a single turbocharger with no manners, four gears, and most of the weight behind the rear axle added up to something no other car of the era could replicate. Read on to find out what made it so feared, and why collectors chase it anyway.
Ford’s new mid-size Torino paced the 1968 Indianapolis 500 and carried David Pearson to a NASCAR championship in its debut season, laying the groundwork for the Motor Trend Car of the Year award the nameplate would win two years later. The GT fastback was the shape that did most of that work, and by spring Ford had a 428 Cobra Jet to put under its hood. Read on for what the 1968 Torino GT actually offered and why the fastback is the one collectors chase.
The U-2 spy plane cannot land without a car racing alongside it on the runway, radioing the pilot’s altitude down to the final foot — and for decades, that job went to genuine muscle cars pulled into government service. This clip captures the aircraft’s dramatic departure from RAF Fairford, with the very vehicle waiting for its return parked just out of frame. Watch to see what the Air Force trusts with landing a Cold War-era spy plane today.
Mercury spent 1967 proving that a plusher, quieter Mustang could sell, then spent 1968 arming it with everything from a 230-horsepower 302 four-barrel to a 390-horsepower 427. This particular 1968 Cougar takes a different route entirely, pairing a worked-over small block with Vintage Air, Hooker headers and polished American Racing wheels. Read on to find out where it fits in the most underrated pony car lineup Ford Motor Company ever built.
Chevrolet built only 7,015 Nova SS models in 1971, a number small enough that finding one at a cruise night is closer to luck than expectation. That scarcity was not a marketing decision. It was what happened when insurance surcharges, emissions rules, and a new low-lead fuel mandate arrived at the same moment. This custom yellow 350 build shows what the platform still had left to give once the factory stopped pushing.
A 1967 Mustang Fastback with a dyno-verified 370-horsepower 302 sounds like a straightforward resto-mod until you realize Ford did not build a 302 until 1968. That single detail explains the entire philosophy behind this build, and it raises the question every resto-mod eventually has to answer: at what point does a modernized classic stop being the car it started as? Here is what the 1967 Fastback platform gives a builder, and what it asks in return.
Plymouth expected to sell about 20,000 Road Runners in 1968 and moved more than twice that, building a muscle car around the radical idea of removing everything a buyer did not need. Fewer than one in forty buyers paid the $714 premium for the 426 Hemi, which cost roughly a quarter of the car’s base price. This restored blue example carries that exact rare combination. Read on for why the cheapest Mopar got the most expensive engine.
Ford sold the 1969 Mustang Mach 1 with a 428 Cobra Jet rated at 335 horsepower, a number almost nobody in the industry believed at the time and almost nobody believes now. The real figure was closer to 410, and the gap was not an accounting error. It was a deliberate move aimed squarely at insurance underwriters. Here is what that decision actually bought Mach 1 buyers, and why it still matters to collectors.
Seventeen. That is the entire population of one specific 1970 Plymouth ‘Cuda configuration, and it is not the one most people would guess. Ask a room full of Mopar fans to name the rarest droptop of that year and the answer comes back Hemi every time, which is correct on price and wrong on this particular question. The 440 Six-Barrel convertible with a heavy-duty four-speed is rarer than its automatic sibling and cost far less than any Hemi ever did. Read on for why so few buyers checked both boxes.
This 1970 Torino Cobra is an original N-code car, meaning the 360-horsepower 429 Thunder Jet V8 under the hood is the engine Ford installed at the factory. It pairs that big block with a close-ratio four-speed, 3.50 gears with Traction-Lok, and the genuinely odd addition of factory air conditioning. A Marti Report verifies every option. Read on for why the Thunder Jet is the most overlooked engine Ford built that year.
Nineteen sixty-seven marked a quiet turning point under the hood of Buick’s personal luxury flagship, one most people walking past a showroom would never have noticed. The engine that had powered the Riviera for years was being retired in favor of a genuinely different design, and the replacement lasted only three model years before Buick moved on again. This numbers-matching hardtop carries that engine in a color combination Buick used for a single season. Read on for what changed and why the window was so narrow.