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Chevrolet’s Cameo pioneered something no pickup buyer had seen before, smooth fiberglass bed panels built by the same supplier making Corvette bodies, wrapped around available power steering, power brakes, and Hydra-Matic luxury. This 1957 example represents one of the rarest model years, with only a few thousand built before Chevy moved on. It is the truck that quietly invented the lifestyle pickup category still around today.
The Mercury Cyclone rarely gets mentioned alongside its more famous muscle car rivals, but its resume says otherwise, a Mustang sourced 289 V8, a 428 Cobra Jet option, and a genuine NASCAR winning pedigree that included a 1-2 finish at the 1968 Daytona 500. Only around 74,000 were built across nine years, making surviving examples like this one a rare sight anywhere, let alone on a scenic backroad drive.
Chevrolet’s Camaro became just the third car in history, and the first since 1955, to pace the Indianapolis 500 when it took the honor in 1967. Behind the glossy pace-car status was a stranger story: the actual race winner refused to be associated with the car at all. This 350-powered convertible carries the Festival Car designation, one of just over 100 built for VIPs during Indy’s month of May.
George Hansen spent fifty years chasing a car he first admired as a kid in a neighbor’s driveway — a 1962 Oldsmobile Starfire convertible named after a Cold War jet fighter. The Starfire also happened to introduce a feature now standard on nearly every performance car: the floor-mounted console shifter. Here’s the history behind the car that finally caught up with Hansen’s childhood memory.
This 1955 Chevrolet 210 wears the same sheet metal that made Chevrolet’s Tri-Five lineup famous, but almost nothing else about it is original. A GM Performance ZZ4 crate engine, a 700R4 overdrive transmission, and a Camaro-sourced rear suspension replace what Chevrolet actually offered buyers the first time around — and the gap between the two tells you exactly how far small-block performance has come since 1955.
Duck X Productions’ Lights Out 7 turned South Georgia Motorsports Park into a proving ground for radial-tire cars pushing well past 2,000 horsepower, and the wheelstands that resulted became the stuff of drag racing legend. From the physics of exactly when a front end lifts to the underdog racer who showed up without a running car and left with a five-figure purse, the story behind the chaos is stranger than the clips alone let on.
This 1967 Pontiac Firebird convertible looks close enough to factory-stock to fool a casual glance — until you learn the restoration shop deliberately built in modern parts to make it run and handle better than it ever did new. Shop owners Chuck and Debbie Woolery walk through exactly what changed and what stayed original on this Pearl White, 400-cubic-inch first-year Firebird, shown at Chicago’s World of Wheels. Watch to see where the line between restoration and improvement actually falls.
1974 was the final year Plymouth built a Cuda, closing out a nameplate that started exactly a decade earlier. This particular car skips the factory-spec 360 and instead runs a stroked 408 with a three-carb six-pack setup. Here is what it took to build the high-output Cuda that Detroit never actually offered.
Long before wheelie contests became a fixture at nostalgia drag meets, exhibition cars like the Little Red Wagon proved a vehicle could win over a crowd without ever putting all four wheels down. This wagon-versus-Nova wheels-up showdown carries that tradition forward, pitting two very different builds against each other in a battle of who can stay airborne longest. Which one takes the win might surprise you.
Five American muscle cars, one European showroom: a ’71 ‘Cuda, a ’68 and a ’69 Charger R/T side by side, a ’69 Super Bee, and a ’69 Mustang Mach 1, all curated by a German dealer for a collector market thousands of miles from Detroit. Viewers in the comments wasted no time picking a favorite — and it wasn’t unanimous. Watch the full lineup and decide which of these five actually deserves the title.
Plenty of Mustangs wear GT badges that Ford never put there at the factory. Telling a genuine 1965 or 1966 GT from a well-dressed clone comes down to details most buyers overlook, a specific VIN digit, factory exhaust-hanger reinforcement plates, and year-specific grille and gauge cluster differences. Here is what actually separates a real factory GT from a convincing fake.
Dodge did not build the Charger Daytona to sell to customers, it built exactly enough to satisfy NASCAR’s homologation rules. Only 503 were made in 1969, 433 with the 440 Magnum and 70 with the Hemi, each carrying a wind-cheating nose cone and towering rear wing designed for superspeedway racing, not showroom appeal. Here is why that tiny production run turned a rulebook workaround into one of the rarest muscle cars ever built.
The 1971 Plymouth Duster 340 was not Detroit’s flashiest muscle car, but it turned out to be one of its rarest. Only 12,886 true 340 models were built that year, the lowest production run in the car’s history, right before emissions regulations reshaped performance for good. Here is what made this budget muscle car quick, and why the numbers behind it matter more than the badge ever did.
A factory Dodge Challenger running an 11.2-second quarter mile sounds like a typo, but it is the real number Dodge posted with its supercharged Hellcat V8. This piece breaks down the 707-horsepower engine behind that run, how Dodge kept shaving tenths off with the Redeye and Widebody packages, and why crossing into 10-second territory with a warrantied daily driver marked a genuine shift in what a muscle car could do straight off the showroom floor.