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Back in 2016, word started spreading that Dodge might drop the V8 from the Challenger and Charger in favor of a twin-turbo V6 — a rumor most Mopar fans, including this outlet, dismissed outright. Years later, the debate turned out to be an early preview of exactly where the industry was headed. Read on to see how a rumor once written off as internet noise ended up getting the last laugh.
Restomod builders spend years blending classic muscle car looks with modern reliability, and then Dodge handed shoppers a finished version of that dream on a new-car lot. The Challenger held its retro shape for its entire production run while Mustang and Camaro moved on. So what was actually still missing from it? Read on for the case enthusiasts made, the answers Dodge gave instead, and how the argument ended.
Ford loyalists and Chevrolet diehards have been arguing about the 5.0-liter Mustang and the TPI Camaro since both cars were new, and the argument has never actually been settled with the engines on a dyno. That is exactly what this shootout sets out to do, starting with baseline pulls on a 5.0L HO 302 and an LB9 TPI 305. The numbers are smaller than modern muscle. Read on to find out what these two engines really made.
Jeep took the supercharged 6.2-liter Hellcat V8 out of Dodge’s most unhinged muscle car and bolted it into the Grand Cherokee, then rebuilt the driveline, brakes, and cooling system to survive it. The result runs 0-60 in 3.5 seconds and the quarter mile in 11.6, with a tow hitch attached. At $85,900, the value argument was the whole pitch. Read on for what made the Trackhawk possible and what to know before buying one used.
The 1968 GTO was a complete redesign built around a gamble: a body-colored, energy-absorbing Endura front bumper with no chrome at all, something no mass-production car had tried. It won Motor Trend Car of the Year and reset how intermediate coupes were styled. A handful survive today still wearing factory paint, and that is not an accident. Read on for what makes an unrestored survivor worth more than a restoration.
Chevrolet has closed the book on the Camaro, ending a long argument over whether the car ever lived up to its affordable muscle roots. Owners fought a shuddering eight-speed, cooling problems at idle, and visibility that made parking a guessing game — none of which appeared in the brochure. Chevy answered by making the car better rather than cheaper, and it worked everywhere except the showroom. Read on for what a returning Camaro would have to fix.
Mopar builds exactly one limited-edition Dodge a year, and the 2017 Challenger is the one enthusiasts keep coming back to. Only 160 were made, all with the 392 Hemi, all with a six-speed manual, all with a fender badge painted by hand at the Mopar Custom Shop. Every buyer got a birth certificate documenting their specific car. Read on for the three things that separate it from every special edition before it.
After David Pearson took back-to-back NASCAR Grand National championships, Ford and Holman-Moody built him a street Torino Cobra finished in his No. 17 livery. The detail that makes it unrepeatable is the rear spoiler, which was taken directly off the race car he had just driven to the title. Read on for how the car was built, what it ran, and why documentation matters more than horsepower here.
Chevrolet built the 1969 Nova SS with the L78 396, a 375-horsepower solid-lifter big block, and then left it out of every official sales brochure. Buyers had to know to ask for it by code. Enough of them did that it accounted for nearly a third of Nova SS production that year. Read on for what the engine really was, why Chevy stayed quiet, and how to tell a genuine car from a clone.
Most drivers assume better brakes mean shorter stopping distances, but the real limiting factor is almost always the tires. Brakes convert a car’s kinetic energy into heat through friction, yet it’s the contact patch between rubber and road that determines how much friction is actually available. Worn tread, low pressure, or a wet road can make even race-grade brakes ineffective. For muscle car owners whose classics were built with tire technology decades behind their horsepower, that gap matters more than most people realize.
An Ohio Ford dealership figured out what Dearborn never offered: a showroom-fresh Mustang GT that runs consistent ten-second quarter miles, sold with financing and a window sticker. Lebanon Ford’s LFP 10 pairs a Roush supercharger with the drag hardware most owners never bother to install. It costs $60,000 and it comes with a serious catch. Read on to find out what you actually get for the money, and what you give up.
Craigslist’s reputation for shady deals is well earned, but that does not mean every listing is a scam, it means you need to know exactly what to check before sending a single dollar. From VIN verification and reverse image searches to safe in-person meeting spots, a few simple habits separate buyers who land a great classic from buyers who lose their deposit.
Chevrolet needed a new face for its NASCAR Cup Series program after the SS sedan went out of production, so it turned to the Camaro ZL1 — a nameplate every enthusiast recognizes, attached to a race car that shares nothing with the road version. Underneath sits the same tube-frame chassis and pushrod V8 the SS ran. The gamble paid off in the very first race. Read on to find out how the swap actually worked, and why the problem came back around.
A muscle car site covering Tesla news in early 2016 might seem like an odd fit, but the numbers behind that quarter’s delivery report explain why it mattered. Between a battery fire fix, a width comparison that embarrassed full-size trucks, and delivery figures that finally quieted Tesla’s skeptics, the fourth quarter of 2015 turned into a genuine inflection point. Read on to see how an electric startup’s numbers stacked up against Detroit’s own performance obsession.
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