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The Ford Capri and the Mustang share a designer and a mission – but only one of them is still in production after more than fifty years. The Capri’s last-ever example, the 280 ‘Brooklands,’ was one of just 1,038 built, and driving it back to back with a modern Mustang GT reveals exactly why one nameplate survived and the other didn’t.
A meme with four simple words – ‘real men drive luxury cars’ – sets up an expectation it has no intention of honoring. The payoff is a supercharged monster instead, and researchers who study car culture say the joke works because it taps into decades-old ideas about power, status, and who’s supposed to be behind the wheel.
The 1969 Camaro shows up at nearly every car show in America, which makes it easy to forget how enormous the gap is between a base six-cylinder car and a COPO 427. Same body, same year, wildly different money. Hagerty’s Stefan Lombard walks through what actually separates them and where the traps are hiding. Read on to find out what to check before you write a deposit on one.
Dodge built roughly 29,800 Challengers for 1971. Just 71 of them left the factory with the 426 Hemi, and 1971 was the last year the street Hemi was offered at all. A dual-quad R/T like this one is not simply a rare Challenger — it is the closing page of one of the most famous engine programs Detroit ever ran. Here is what made the Hemi so scarce, so expensive, and so difficult to live with.
This 1967 Ford Mustang GT Fastback started life as a documented S-code 390 California car before a ground-up rebuild pushed it to Shelby GT500 specification inside and out, right down to the correct wheels and fiberglass hood. Backed by a Marti Report and sold through Fast Lane Classic Cars, it offers genuine Shelby presence at a fraction of what a real 1967 GT500 now commands at auction. Watch to see the build up close.
A small group of muscle car enthusiasts built Equus Automotive around a simple bet: that a hand-built coupe with a Corvette ZR1 drivetrain and a retro-inspired body could compete with far more established manufacturers. The Bass770 backs that bet with 640 horsepower, carbon-ceramic Brembo brakes, and a six-figure price tag to match. Read on to see what a four-month custom build actually gets you.
Dodge introduced the A12 Super Bee halfway through the 1969 model year with a lift-off fiberglass hood, three two-barrel carburetors on a 440, and steel wheels with no hubcaps. It was a factory drag car sold with a warranty, built for buyers who wanted maximum performance for minimum money. Dave and Kelly Molnar brought a restored example to MCACN. Read on to find out what made the A12 package different from everything else Dodge sold that year.
Nineteen-seventy represents the peak of the original muscle car era in a way that’s hard to dispute – the last year before fuel economy mandates, emissions controls, and insurance pressure arrived to end the party. V8TV’s Muscle Car of the Week dug into the ten quickest cars as recorded at the time, pairing published numbers with real examples from The Brothers Collection. Which cars actually topped the list, and how much do the numbers hold up today? Read on to find out.
In 2016, the muscle car market was shrinking almost everywhere except one corner of it – Hellcat sales climbed nearly 70 percent while overall Challenger and Charger volumes both fell. The family SUV mentioned almost in passing in this piece would eventually get the same supercharged treatment, at a price tag nobody saw coming back then.
Everyone who sees a 1955 Ford F-100 like this one says roughly the same thing before anything else registers. What is less obvious is what trucks like it were originally built to survive, and why the term shop truck carries a specific history that has nothing to do with paint. Ford redesigned the half-ton for 1955 and gave it an all-new V8, and the results still set the template for the style. Read on for what made this the year to start with.
The Dodge Challenger SRT Demon was engineered to lift its front wheels off the line from the factory, with 840 horsepower and a 9.65 second quarter mile. So when a prototype turned up at a racing event with an audible engine knock, the question everyone had been quietly asking finally surfaced. Read on for what detonation actually does to a supercharged engine, and why a prototype failure is not the same as a design flaw.
Most diesel-swapped muscle cars announce themselves with zip-tied plumbing and a cowl hood hiding the mess underneath. This Plymouth Cuda carries a compound-turbo 6.7-liter Cummins that looks like it was cast for the engine bay, backed by a reported 1,500 rear-wheel horsepower and a torque figure north of 3,000 lb-ft. The parts list explains the numbers. The fabrication explains why anyone took the build seriously.
A 174-day labor strike at Chevrolet’s Norwood plant nearly ended the Camaro entirely in 1972, and roughly 1,100 partially assembled cars were scrapped outright because they could not meet the next year’s bumper rules. What survived that year became the rarest Z/28 of the second generation, with just 2,575 built. On steel Rally wheels and raised white letter tires, it looks exactly as it did on a 1972 showroom floor. Read on to find out how close this car came to never existing.
Two enormous Corvette stories broke at nearly the same moment: credible spy footage of a mid-engine car running with minimal camouflage, and reports that the final front-engine ZR1 was close to being finalized. The Corvette community had to decide which one to argue about first. Read on to find out how both stories eventually resolved, and which side of the argument the results favored.
A 1970 Plymouth ‘Cuda with a Cummins turbodiesel under the hood sounds like a punchline until you see the build quality and the dyno numbers behind it. Weaver Customs channeled and chopped the body, dropped it onto a Roadster Shop chassis, and fitted the kind of drivetrain nobody expects in an E-body. The result has collected hardware at serious Mopar events. Read on to find out why the ‘Torc’ works so much better than it should.