 |
A Fox-body Mustang never made more than 235 horsepower from the factory, and that was the 1993 SVT Cobra R. This teal example runs a forged 5.3-liter LS with twin 76-millimeter turbos making roughly 1400, after starting life with a single-turbo 6.0 combination. Getting there took a fuel system, a chassis, and a cage that cost more than the engine. Read on for what a build like this actually requires.
Plymouth built well over 120,000 Suburban wagons for 1959, split across Deluxe, Custom, and Sport trims, with the mid-range Custom alone accounting for 53,869 units. They rode a wagon-specific 122-inch wheelbase with torsion-bar front suspension, came standard with a 132-horsepower flathead six, and could be ordered with a 305-horsepower Golden Commando V8. Almost none survived, because families used them up. Read on for what made the Big Fin wagons worth a second look.
Ford built 472,121 Mustangs for 1967, and fewer than five hundred of them carried the K-code Hi-Po 289 with its solid lifters, 10.5:1 compression, and 271 horsepower at 6,000 rpm. This Wimbledon White convertible claims to be one, wearing a GT Equipment Group that was real hardware rather than a stripe kit. Telling a genuine car from a convincing tribute comes down to one character in the VIN. Read on for what to look for.
Tom Bright had owned this Tor Red 1970 Plymouth GTX for exactly three weeks when he brought it to the 26th Annual Belvidere MOPAR Happening in Illinois, and strangers were already giving him thumbs up before he had finished parking. It carries the 440 Six Barrel and a four-speed, a combination far scarcer than most of the people walking past it realized. The GTX was Plymouth’s gentleman’s muscle car, positioned above the Road Runner. Read on for what makes this specific configuration so hard to find.
The 1965 Shelby GT350 only exists because SCCA rules demanded a minimum run of street cars before Ford could go racing in B Production. What Carroll Shelby handed back had no rear seat, one paint color, side-exit exhaust, and 306 horsepower from 289 cubic inches. Roughly 562 were built that first year before the formula softened. Read on for what made the first-year cars different from everything that followed.
A Ford GT40 — the car built specifically to humiliate Ferrari at Le Mans — lines up against a modern 707-horsepower Dodge Hellcat on an Illinois airstrip in this 1320video matchup from Omega Motorsport’s NoFlyZone Midwest. Sixty years of engineering separate these two cars, but only a quarter-mile separates them on the pavement. Watch to see which era comes out ahead.
This 1956 Chevrolet pickup rolled into the 24th annual Auto Crusade car show wearing nearly all of its original 1956 sheet metal — just one small patch panel — under a stance and wheel package that’s already earning it awards. Commenters who know these trucks call it “pin perfect.” But according to its builders, it wasn’t made to sit still. See what a truck built to actually be driven looks like when it’s done right.
Read the phrase 1966 Corvette with a 454 big-block and any Corvette historian is going to stop and reread it, because Chevrolet did not build a 454 until 1970. That does not make the car uninteresting; it makes it a different story than the badge suggests. The real 1966 big-block news was a brand-new 427, and the numbers behind it are worth the detour. Read on to find out what was actually available.
Genuine 1970 Plymouth Superbirds are nearly impossible to find and even harder to afford, so this build started from a Plymouth Satellite instead and became a hand-crafted tribute complete with the aero car’s iconic nose cone and towering rear wing. Featured on Muscle Car of the Week, it lives in The Brothers Collection alongside vintage NASCAR racers and bone-stock originals. Watch to see how close a tribute build can get to the real thing.
When Mikey V’s father, a former American Motors employee, asked his son to choose between a Hornet and a Javelin, the answer became this 1972 AMC Javelin SST, now built to make an estimated 900 horsepower and still driven as a daily commuter whenever weather allows. At Wisconsin’s World of Wheels show, viewers praised the build for keeping genuine AMC power instead of a common big-block swap. See how a father’s question turned into one of AMC’s wildest daily drivers.
The 1969 Pontiac GTO Judge took its name from a television catchphrase and was originally conceived as a cheaper GTO to fight the Road Runner. What Pontiac actually released was the loudest car in its showroom: exclusive paint, bold striping, a rear spoiler nobody could miss, and Ram Air power. Only 6,833 were built that first year. Read on to find out what it takes to push a car like that even further.
A 1969 Chevelle SS 396 and a 1987 Buick GNX are separated by eighteen years and two completely opposed ideas about how to build a fast car. One answers with cubic inches and a big-block soundtrack. The other answers with a turbocharged V6 that beat a Corvette to 60 mph and was almost certainly underrated from the factory. Here is why collectors keep arguing about which one actually wins.
Nobody could order a plain GT350 off a Ford dealer’s Mustang order sheet in 1969, because that badge belonged to Carroll Shelby’s operation and meant the car had been pulled out of the normal build process for serious modification. It also meant something else that year: this was the end. The 1969 cars were the last genuine Shelby Mustangs built new. Read on to find out what was actually bolted underneath the paint.
Only 17 Pontiac GTO Judge convertibles were built for the 1971 model year, and this white example, from The Brothers Collection, is one of them. A commenter details a sister car restored in Oregon with a 455, four-speed, and Super Duty upgrades. Others argue over which cars carried the rare Ram Air IV engine. Watch the full episode to see the wing and stripes that give it away.
This 1962 Chrysler New Yorker wears a 440 V8 that Chrysler hadn’t even invented yet when the car was built. Under an orange-and-purple flake paintjob sits air suspension, a locking differential, and side pipes loud enough to turn heads before the paint does. Read on to find out what the New Yorker actually left the factory with, and why a builder would swap it for an engine four years its junior.