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This 1982 Chevrolet Corvette Collector Edition, finished in Silver Beige, marks the final year of the C3 body style and comes with a feature no other C3 ever got: a rear hatch that actually opens. Lou Costabile tracks it down at Corvette Mike Midwest in Burr Ridge, Illinois, where owner Bill Kotzum has specialized in Corvettes since 2004. Watch to find out what else makes this Collector Edition unique.
It looks like it belongs at a WWII reenactment, not lining up against a 638-horsepower supercharged Corvette, yet this LS-swapped Willys Jeep just added a nitrous shot to an already potent combination and started pulling its front wheels off the pavement. The result: a boxy, aerodynamically hopeless off-roader hunting down one of the quickest factory Corvettes ever built on a public street. Some viewers are cheering the power-to-weight absurdity; others are asking pointed questions about roll cages. Either way, five million-plus views suggest this ugly-duckling street racer isnt done making noise.
This 1968 Chevrolet C/10, nicknamed the 68 Special, gets the restomod formula right by knowing when to stop. The interior is custom without being loud, the stance looks measured rather than slammed, and the induction under the hood is a stacked injection setup that tells you what the truck is actually for. Read on for why the 1967 to 1972 C10 became the most-built platform in the hobby and what stacks really do.
Ask ten muscle car fans to name the greatest of all time and you will get eleven answers and one argument. A reader poll settled it once, and the results are stranger than you would expect: the car that finished first was never designed to race, and the car with the highest horsepower rating finished second. Read on for the full countdown and the numbers behind each placing.
By 1980 emissions rules had taken most of the horsepower out of Detroit, and Pontiac needed its flagship to look fast whether or not it actually was. The answer was a turbocharger bolted onto a 301 small-block and the largest hood decal General Motors ever approved. Mike Musto put one to the test. Read on to find out whether the numbers backed up the theater.
MotorTrend’s Matt picks a 1987 Buick GNX, one of the most respected turbocharged muscle cars ever built. Davin counters with a 1969 Chevelle that looks like a grandmother’s grocery getter but hides a genuine COPO 427 under the hood. The comment section splits almost exactly in half, and the arguments get more detailed than most professional reviews. Watch to see which era wins this round.
Ten cars, ten launches that went further than anyone planned, and a comment section that has spent years arguing over which wheelstand actually did the most damage. From a Camaro pulling a clean four wheel liftoff to a decal that peels clean off mid launch, this compilation packs an entire drag strip season of chaos into a few minutes. Watch to see which landing you would have bet against.
Hagerty’s Stefan Lombard stands beside a documented 1970 Dodge Challenger R/T from the Lingenfelter Collection to show buyers exactly what separates a real numbers-matching car from an expensive clone. The guide covers fender tags, VIN decoding, common rust spots, and why only 137 R/T Hemi hardtops left the factory with the pistol-grip four-speed. It’s the same checklist serious collectors use before writing a check on a fifty-year-old muscle car. Watch to see what most buyers miss.
Buick’s 1957 Roadmaster 75 wasn’t even a full-year model — it arrived mid-cycle in March, fully loaded, riding on a freshly enlarged 364-cubic-inch Nailhead V8. Only 12,250 were built, and just 28 remain registered with the Buick Club of America today. Here’s what made this mid-year Roadmaster stand out. Well-preserved survivors like this one are becoming exceptionally hard to find.
This 1948 Chevrolet sedan left the factory with a 216-cubic-inch six and a three-speed gearbox built for practicality. Decades later, someone dropped in a 454-cubic-inch V8 and a 4-speed, turning a postwar family car into a genuine sleeper. The transformation raises the obvious question: how much else got upgraded along the way?
The 1967 Corvette offered more ways to buy 427 cubic inches than most buyers realized, and choosing wrong meant living with a car that was either too polite or too high-strung to enjoy. This numbers-matching L68 convertible sits deliberately in the middle. Read on to find out why the middle child of the big-block lineup is the one experienced Corvette people quietly recommend.
By 1976 the horsepower war was over and Detroit had lost. Pontiac marked its fiftieth anniversary with a black and gold Trans Am that looked far faster than it was, and then its engineers did something nobody else in the industry managed that decade: they made the numbers go back up. Read on to find out which two sets of cylinder heads they used to do it.
The Dodge Challenger name has worn a lot of different cars over the decades — a 426 Hemi-powered muscle icon in 1970, a rebadged Mitsubishi import by 1978, and an 840-horsepower factory drag weapon by 2018. This video runs through all of it back to back, and the comment section reacts to every twist. Watch to see just how far one nameplate traveled.
Bill Devin started out racing a modified Crosley on a car salesman’s budget — then built a modular fiberglass body mold nobody else in the industry had figured out. By 1958, his shop was shipping nearly 100 body shells a week worldwide. This particular roadster is one of only 16 built to this exact spec, running a 283 Corvette V8.
The combustion chamber that made Chrysler famous was never Chrysler’s invention, and the company’s first hemispherical engine was not designed for a car at all. It was drawn for a fighter plane, then refined in a tank, and it reached showrooms in 1951 wearing a name that had nothing to do with geometry. Read on to find out how a wartime experiment became the most valuable four letters in American performance.