When Carroll Shelby’s partnership with Ford ended in 1969, Ford quietly re-tagged leftover 1969 Shelby Mustangs with 1970 VIN plates under FBI oversight, creating a strange final chapter for the GT350 badge. Only 789 of these “1970” cars exist across GT350 and GT500, and just 10 GT350 convertibles combined a 4-speed manual with air conditioning. Read on to find out how a leftover-inventory loophole became one of Shelby history’s most talked-about footnotes.
A 1970 Plymouth Road Runner with its original 383 and TorqueFlite automatic just landed in Curtis’s garage, and he’s already questioning whether he can finish the job. See the car’s condition and hear what Mopar fans think he should do next.
You found it — a 1967 Corvette Sting Ray sitting in a garage, dusty but complete, priced thousands below what a finished example sells for. The math looks obvious: buy it cheap, do the restoration yourself, and end up with a six-figure classic for a fraction of the price. Then you talk to a shop that has restored hundreds of these cars, and the math stops looking so obvious. A proper frame-off restoration on a C2 Corvette can run 1,000 to 1,200 labor hours before a single part gets ordered, and once paint, trim, and mechanical work are added in, the total routinely clears $100,000. The bargain project sitting in that garage might only be a bargain if you already know exactly what condition it’s really in — and that’s the part most buyers get wrong. Here’s what separates a smart buy from an expensive lesson.
A tubbed, twin-turbocharged 1957 Chevy is not where anyone expects to find refinement, yet this build from Bryant Boats and designer Eric Brockmeyer makes the case. An all-fiberglass body, an Art Morrison chassis, Wilwood 14-inch brakes, a twin-turbo aluminum Brodix engine, and a Lenco four-speed add up to a Pro Street car engineered to work as a whole rather than simply launch hard. Read on to see how every ingredient was chosen.
A black 1979 Pontiac Trans Am — one of the cars that helped Firebird hit its best sales year ever — gets a secret full detail from the family of the man who’s owned it for decades. His reaction is why the video already has 400,000+ views.
A Pennsylvania Chevy dealer found a way around GM’s own displacement rule in 1969 — and built one test car before anyone else got theirs. Six decades later, that prototype just outsold every other Camaro ever auctioned, including the ZL1 that held the record for years.
The 1957 Thunderbird could be ordered with a McCulloch-Paxton supercharger and up to 340 horsepower, which made it the fastest and most desirable two-seater Ford had ever sold. It was also the last. Robert McNamara had already decided what the 1958 car would be, and the styling department drew the entire thing before a single engineer was consulted. Read on to find out why the decision that infuriated the faithful turned out to be right.
Ken Kershner’s 1972 Oldsmobile 442 has never left his family since his father drove it home new. A tiny, easy-to-lose dealer accessory on the cowl is the detail that proves this restoration didn’t cut corners.
AMC handed part of the 1971 Javelin AMX’s styling to its own Trans-Am champion, Mark Donohue, and the result carried real racing pedigree straight into its sheet metal. With a 330-horsepower 401 V8, a factory Go Package, and a championship season nobody else in Detroit even bothered to contest, it remains one of the most overlooked muscle cars of its era.
Ford expected to sell 100,000 Mustangs in the first year and passed that figure in about three months. Roughly 318,000 people bought one in the first model year, and a million had been sold inside eighteen months. The rush left its marks: cars leaving the line without headlight wiring harnesses, horn rings stamped Ford Falcon hiding under Mustang trim. Read on for why those mistakes are worth money now.
A New Jersey car owner named Mario Rossi refused to accept a NASCAR rule that was supposed to end his Dodge Daytona program for good. So he built the smallest engine the rulebook allowed and sent it out to embarrass the sport’s biggest teams. What happened next has stayed a Mopar racing secret for over 50 years.
A 1968 Chevrolet Camaro street machine carries the second-year styling changes most people miss, and underneath there was an SS package that could be ordered with a big block strong enough to end arguments at a stoplight. Chevrolet built well over two hundred thousand Camaros that year and changed almost nothing, which turned out to be the right call. Read on to find out what separates a 1968 from the car that launched the nameplate.
Oldsmobile had no budget, no big engine, and only months to catch Pontiac’s GTO — so its engineers answered with a suspension package nobody else in Detroit was offering. Here’s how a new 400-cubic-inch Rocket V8 and a factory rear sway bar turned the underdog 4-4-2 into the car period testers actually preferred.
This 1967 Chevrolet Camaro carries a detail that shouldn’t exist on paper: a 472-cubic-inch V8, a displacement Chevrolet never offered in any Camaro. The explanation is a later engine swap borrowing from Cadillac’s big-block lineup — a popular resto-mod move for builders chasing torque numbers the factory options sheet never allowed. Here’s how a Cadillac engine ends up under a Camaro’s hood.