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The fastback roofline on this 1967 Chevrolet Impala did not appear out of nowhere. Chevrolet borrowed the idea from a rival GM division’s flagship coupe, and the result reshaped the full-size Impala for the rest of the decade. Underneath that shape sat one of the widest engine ranges Chevrolet ever offered on a single body, running from a mild inline-six all the way to a 385-horsepower 427. Read on to find out just how far apart the mildest and wildest versions of the same car really were.
In a stretch of the French Riviera built around Rolls-Royces, Bentleys, and Lamborghinis, one filmmaker spent years documenting a surprising pattern: nothing turns heads in Monaco and Cannes quite like an American V8. From an El Camino stealing the show early on to a Cadillac out-shining a line of Rolls-Royces, this compilation makes the case one reaction shot at a time. Watch to see which American muscle car gets the loudest reaction.
A 1972 Chevrolet Corvette with a 454 big block under the hood sounds like a straightforward proposition until you look at what the brochure claimed that year. The same engine that had been advertised at 365 horsepower in 1971 was suddenly rated at 270, and Chevrolet had not touched the hardware. Something else changed instead, and it permanently altered how every American performance car was measured. Read on to find out what happened and why 1972 is a genuine bookend year for the Corvette.
Somebody took a 1969 Ford Mustang Mach 1, cut the hood open, and let the engine stand up through the sheet metal in plain view. It is the most literal statement a pro street build can make, and it raises an immediate question about what is actually mounted down there. Ford built 72,458 Mach 1s that year, but only a fraction carried the engine that made the model famous. Read on to find out why builders almost never start with one of those.
Since 2011, one filmmaker has returned every year to check on the same 1969 Dodge Charger Daytona — sitting exactly where it always sits, exposed to the weather, worth potentially 150,000 dollars or more if it were ever restored. Hot Rod Magazine has written about this exact car. Watch to see why one of Dodge’s rarest homologation specials is still rusting away in plain sight.
Chevrolet built 114,630 Camaros for 1971, a fraction of what the nameplate had managed at its peak, with a UAW strike and a federal fuel mandate both squeezing the second generation from opposite directions. Only 4,862 of them were Z/28s. This lightly modified example keeps its interior close to stock, and that restraint says something about where the second-gen market has landed.
By 1972 the muscle car era was ending in slow motion, and Buick’s Gran Sport had already been demoted from a standalone model back to an option package on the Skylark. This survivor still wears its factory paint, original interior, factory vinyl top, and a numbers-matching 350 four-barrel. Here is what actually changed in 1972, why the horsepower ratings dropped so sharply, and why an unmolested GS from this exact year is so hard to find.
The narrator’s own 1979 Pontiac Trans Am was his first car — and, by his own admission, never as fast as it looked. This build, from Steve Holcomb Pro Auto Custom Interiors, fixes that exact problem with a 7.0-liter engine swap and then goes further with one of the most detailed custom interiors the car has ever worn. Watch to see the fix — and the interior work commenters can’t stop talking about.
The 1958 Thunderbird was Ford’s biggest gamble with the nameplate: four seats instead of two, eighteen inches longer, and roughly a thousand pounds heavier. It won Motor Trend Car of the Year and nearly doubled sales in a recession. This one carries a modern Coyote V8 under two-tone gloss white and satin grey, and the restraint is the best part.
The 1971 Chevrolet C10 arrived during the single best year Chevrolet’s truck division had ever posted, with 739,478 units built and more than 260,000 C10 pickups among them. It brought standard front disc brakes, a new egg-crate grille, and the debut of the Cheyenne trim package. Finding one that survived five decades without being improved along the way is the hard part.
Steve McQueen’s dark green 1968 Mustang GT fastback is the most influential movie car ever made, and it sold for $3.74 million when it finally resurfaced. So a fastback wearing that same silhouette but built to handle sand rather than San Francisco hills demands a second look. Here is what Max Balchowsky actually built for the film, what happened to both cars, and what it takes to send a classic Mustang off the pavement.
The 1969 Camaro wore its sculpted sheet metal for exactly one model year before the second generation arrived, and it became the most recognizable first-generation shape of them all. The SS package offered a 350 or three separate 396 ratings topping out with the solid-lifter L78. Here is what separated those engines, what sat above them in the COPO catalog, and why documentation matters so much on this particular car.
George Hansen fell for this car’s grille in a 1958 advertisement, a full year before the 1959 Pontiac Bonneville even existed to buy. Decades later he found this Mandalay Red convertible with its factory Tri-Power 389 and finally closed the loop. Lou Costabile caught the full story on “My Car Story” — including a dashboard viewers keep calling straight out of the Jetsons. See what a promise kept for sixty years looks like.
Pontiac needed an answer to the Camaro and it needed one immediately, so the first Firebird arrived only weeks after its corporate cousin, sharing bones but tuned to feel like a Pontiac rather than a rebadged Chevrolet. Fewer than 16,000 buyers chose the convertible that first year. The engine lineup, meanwhile, does not match what most people assume about early Firebirds, and one commonly claimed engine was not available at all.
Best-selling rarely means rare, and the 1969 Chevelle SS 396 proves it. Chevrolet moved 86,307 of them, more than any other year the badge existed, after turning the SS from a standalone series into a $348 option package. Yet a genuine numbers-matching car still stops traffic on a Dallas street. Here is what changed for 1969, and how to tell a real Z25 from a Malibu wearing the right emblems.