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Dodge’s Demon shipped on genuine drag radial tires straight from the factory, a first for any production street car, but those tires were too wide for the main assembly line to handle. Read on to find out how Dodge solved a manufacturing problem nobody had ever faced before, and why owning one comes with a strange winter-storage rule.
Dodge didn’t build the Charger 500 to win car shows — they built it to win NASCAR races, flush grille and all. Bud Lindemann puts this 426 Hemi example through acceleration, braking, and cornering tests loaded with one-liners that are still quoted decades later. Watch to see why enthusiasts call it the holy grail of Chargers.
This 1965 Plymouth Barracuda, nicknamed 43 Jr. after Richard Petty’s drag racing days, carries an ownership history few restored muscle cars can match. One viewer’s own childhood memory of hearing the car fire up in a small Virginia parking lot fills in a chapter the car’s current owners, brothers Rich and Ron George, could only partly document themselves. Now restored at Richard Petty’s own garage and displayed at his museum, the story comes full circle. Watch the full history.
Rick Campbell spent fifteen years restoring this 1970 Boss 429, chasing exact factory accuracy rather than showroom shine — down to preserving its original California emissions equipment. That patience earned it one of only two Authenticity Awards ever given for the model, shared with a 1969 Boss Mustang rather than a fellow 1970. Built originally to homologate Ford’s 429 big block for NASCAR, this Grabber Blue example is as much a research project as a restoration. Watch the full walkaround.
Most 1969 Chevrolet C10 pickups left the factory with a small-block six or a 350 doing the work. This one didn’t take the usual path — a 396 big block sits under the hood, a combination Chevrolet built but never pushed hard in its truck lineup. Read on to find out why a big-block C10 is a rarer find than most people assume.
Ford needed to sell 500 street versions of this car just to legally race it in NASCAR, and the result was a low-key muscle car with a nose job so subtle most buyers probably never realized they were driving a rolling aero experiment. Underneath a bench seat and column shifter sits the story of how badly Ford wanted to beat Chrysler at Talladega Superspeedway. Read on to find out just how far the aero wars actually went.
Trans Am Worldwide is building only fifty examples of this new Super Duty 455 Trans Am, reviving a Pontiac nameplate the company itself hasn’t touched since 2010. This behind-the-scenes look at the design process shows exactly what it takes to recreate a legendary performance car without the original automaker’s backing. The comments are full of Pontiac loyalists still hoping for more. Watch the story behind one of the rarest new Trans Ams ever built.
This 1959 Corvette left Chevrolet’s factory with a 283 small block, but it now runs a 350-based 383 stroker wrapped in a bold Packers green and yellow rally wrap over what used to be plain silver paint. That combination signals a car built for driving and attention rather than numbers-matching judging classes. Read on to find out what Chevrolet actually offered in 1959 and how far this particular Corvette has strayed from it.
Ford built the two-seat Thunderbird for just three model years, and 1957 was the last chance to buy one. Most left the factory with a straightforward 292 or 312 V8, but a rare supercharged F-code option pushed a documented 300 horsepower and ran 138 mph at Daytona. Read on to find out how few of these Ford actually built, and why 1958 changed the Thunderbird forever.
Nancy and Bob Dunbar’s original-owner 1969 Pontiac GTO Judge carries more than just decades of careful care — its bright Carousel Red paint exists because of a General Motors turf war between Pontiac and Chevrolet that project manager John DeLorean simply refused to lose. Only the first roughly 2,000 Judges built that year wore this exact shade before Pontiac expanded the color palette. Read on to find out how a color dispute shaped one of Pontiac’s most recognizable muscle cars.
Hagerty’s Stefan Lombard walks through exactly what to check before buying a Chevrolet Chevelle, from structural rust to hard-to-find trim pieces, in this buyer’s guide built for first-time classic car shoppers. The comments add their own layer of expertise, mapping out the Chevelle’s tangled generational history year by year. Whether you’re chasing a big-block SS or a modest small-block driver, watch before you shop.
Only 468 of the 37,344 Chargers Dodge built for 1966 left the factory with the 426 Street Hemi under the hood, and fewer still got the four-speed this fastback needed to use all of it. This is the story of the year Chrysler finally let its feared race engine loose on the street, and why almost nobody actually bought one. Read on to find out just how close this combination came to never existing at all.
The Hellcat gets all the attention in Challenger quarter-mile conversations, but the quickest Challengers running the street right now are not wearing a supercharger badge at all. Owner Todd Barber’s twin-turbo R/T runs mid-8-second quarter miles while remaining fully street legal, tagged, and insured. Read on to find out what’s hiding under a hood that looks completely stock.
Oldsmobile and Hurst built roughly 2,499 examples of the 1979 Hurst/Olds package, wrapping a 350-cubic-inch Rocket V8 and the iconic Dual/Gate shifter inside a gold-over-white paint scheme most Cutlass Supreme buyers never knew was an option. Only 537 of those got the desirable T-top upgrade, making this one of the rarest performance packages Oldsmobile ever quietly slipped into a showroom.
This all-black Ford Mustang Shelby Super Snake hides an 850-horsepower Kenne Bell-supercharged V8 under its blacked-out sheet metal, backed by a Wilwood brake package built to match. Only around 500 were built for the model year, making this one a rare sight outside a dedicated Shelby event. Read on to find out what it took to get there.