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Long before magazine comparison tests, Chrysler produced internal Master Tech training films to arm Plymouth dealers with talking points against the competition. This one pits the redesigned 1971 Barracuda directly against Ford’s Mustang, built to prep salesmen rather than persuade customers. Preserved by MyMopar.com with Chrysler’s permission, it’s a rare look at the muscle car wars from the showroom floor. Watch to see exactly how Plymouth told its own sales team to win the argument.
This 1988 Chevrolet Corvette pairs the fuel-injected L98 5.7-liter small-block with the smooth-shifting 4-speed automatic overdrive — a combination purists sometimes overlook but that delivered real performance for its era. Making 240 horsepower and 340 lb-ft through Tuned Port Injection, the L98-powered C4 could reportedly top 150 mph. Here’s why the automatic ’88 Corvette deserves more credit than it usually gets, and what made the L98 era of Corvettes such a turning point for the nameplate.
The Insurance Institute for Highway Safety put a trio of America’s best-known sports coupes through its full crash test battery in a May 2016 release, and none of them walked away with a TOP SAFETY PICK award. Long hoods, low rooflines, and rear-drive proportions built for speed don’t always cooperate with small-overlap crash structure. What actually held these pony cars back is more specific than the headline suggests. Watch to see how the numbers break down.
Las Vegas is not just one of the best cities for classic car enthusiasts by reputation – it is backed up by real numbers, hosting the SEMA Show’s roughly 160,000 attendees and 2,200 exhibitors every year since 1977. Combined with St. Louis, Sacramento, and Miami’s own car cultures, this list reveals what really makes a city a haven for enthusiasts: infrastructure, climate, and a packed events calendar.
TheAutoSpotter’s cameras caught a lineup of American muscle unloading burnouts at a European car rally — and one black Charger with airbrushed green flames stole the entire show. A commenter claiming to know the car’s owner says it runs on biofuel and produces over 1,000 horsepower, which would explain why the street ended up coated in melted rubber. Watch to see which car in the lineup earned the most respect from a crowd that clearly knows its muscle cars.
Buick’s Grand Sport looked like just another understated mid-size coupe, but hidden under the hood was a factory horsepower rating that dyno testing proved was flat-out wrong. From the 401-cubic-inch nailhead that skirted GM’s own displacement rules to the Stage 1 package that quietly outran its own spec sheet, the Grand Sport built a reputation on performance nobody advertised. Read on to find out how Buick kept one of its quickest cars a well-kept secret for six model years.
Pontiac only sold the 400-cubic-inch W72 with a mandatory four-speed manual in 1979, the final year for its biggest V8, and this factory-correct four-speed Trans Am backs that combination with an aluminum intake, Edelbrock carb, and long-tube headers. 1979 was also the single best sales year the Trans Am nameplate ever had. Read on to find out what made the last big-block Bird so specific.
Chevelle enthusiasts had swapped rumors for years about a 1970 SS454 sitting untouched inside a collapsed Ohio barn. In May 2017, a grainy cell phone video finally proved the story true — and when the car came out after nearly 40 years, its original buildsheet was still tucked inside the door panel. Read on to find out what that buildsheet revealed about how, and why, this particular Chevelle was built.
This 1969 Mercury Cougar convertible goes all-in on triple black paint, top, and interior, powered by the brand-new 351 Windsor V8 that debuted that same year and would go on to power Fords for two more decades. Cougars have always delivered genuine Mustang performance with a nicer interior, at a lower price than the badge everyone remembers. Read on to find out why this triple-black build makes that case so well.
A stock 1969 Dodge Charger, an authentic Charger Daytona with its full nose cone and rear wing, and a modern 2015 Hellcat all go through the same wind tunnel to answer a question muscle car fans have argued for decades: how much did the Daytona’s radical aero package actually do? NASCAR banned the bodywork almost as soon as it proved effective. Watch to see what the real numbers say, fifty years later.
John’s widebody Hellcat Challenger cost $83,000, and according to this video, it’s developed damage again — the kind that’s split his comment section between “take it to the dealer immediately” and “that’s just modern Hellcat ownership.” Between an electrical tape debate and a stability control fault viewers are tracing back to the shocks, this is less a build reveal than a real-time look at what owning a heavily modified, six-figure-adjacent Mopar actually involves. Watch to see what breaks next.
Dodge quietly renamed this car mid-year in 1950, rebranding a slow-selling roadster into the Sportabout to save it from cancellation, and fewer than three thousand convertibles like it left the factory that year. Its Get-Away six made a modest 103 horsepower, but period buyers were promised the thrill of the open road anyway. Read on to find out how a rebrand saved one of Dodge’s rarest postwar convertibles.
Built to fill the gap left by two discontinued models in a single stroke, the 1957 Studebaker Silver Hawk gave the independent automaker a genuine V8 performance coupe without the Golden Hawk’s supercharger. The 289 cubic-inch V8 sent up to 225 horsepower to the wheels depending on carburetion, wrapped in styling that shared its bones with the flashier Golden Hawk. Here’s what made the Silver Hawk one of Studebaker’s most underrated performance cars, and why it still holds up against the era’s Detroit iron.
Shirley French’s grandparents gave her this Grabber Orange 1972 Mustang Mach 1 as a graduation gift — and more than twenty years later, she’s still driving it. This walk-around covers the 351 V8, the color that defined an era, and the small styling differences that separate a 72 Mach 1 from its 71 and 73 siblings. Watch to see a graduation gift that actually lasted.
A red Plymouth Belvedere and a silver Pontiac Grand Prix face off in this shot, representing two completely different takes on 1965 performance — one a street-brawler mid-size that could be ordered with a 365-horsepower 426, the other a personal luxury coupe riding high off Pontiac’s Car of the Year sweep. Which one you’d have picked in period probably says a lot about whether you wanted raw displacement or chrome-trimmed comfort. Here’s how the Belvedere and Grand Prix actually stack up, spec for spec.