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A 1972 Chevrolet C10 left the factory with an engine that would struggle to merge onto a modern freeway. This one wears Satin Orange paint, 20-inch black chrome wheels, a custom interior, and an LS1 where the tired original small block used to sit. That swap has become so common in the classic truck world that an entire industry exists to support it. Read on to find out why the LS became the default answer and what the 1972 model year means to collectors.
A decades-old Plymouth GTX commercial resurfaces, and its comment section turns into something more than nostalgia — a detailed 0-to-60 report from a former owner, an argument over which B-body Plymouth actually looked best, and one story about a nearly identical burnt orange GTX destroyed in a 1980 drag race that one viewer calls almost too painful to watch.
Vanguard Motor Sales has listed a 1969 Dodge Charger R/T SE with a 440, a Dana 60 rear end, and the factory Track Pack option — plus a decoding letter from Mopar historian Galen Glover to back it all up. One commenter remembers buying an almost identical car for $2,500 back in 1973, when muscle cars like this one were, in his words, “everywhere cheap.”
Dropping a 440-cubic-inch big block into a Barracuda meant giving up power steering and power brakes entirely, because there was simply nowhere left to put them. Plymouth did it anyway, and the result was one of the most single-minded muscle cars Detroit ever sold. Here is why the engine barely fit, how few were actually built, what the weight distribution did to the way it drives, and why a well-sorted 440 Cuda still stops a car show cold.
Pontiac planned to build nearly 5,000 examples of the 1977 LeMans Can Am before a spoiler mold problem cut the run short at just 1,377 cars — a fraction of them fitted with a different engine entirely. RamblinAround tracks down one of the survivors, and the comments fill in details even longtime Pontiac fans admit they’d never heard before, from quarter-mile times to a rare column-shift option.
Tim Hall says he bought his 1971 Buick Riviera because he “liked the backend on it” — a reference to the polarizing “boattail” design GM design chief Bill Mitchell pushed through against dealer skepticism. Lou Costabile catches up with Tim and the Sandpiper Beige coupe at a small-town Illinois car show, where decades-old opinions about the shape are still being argued out in the comments. The 455 under the hood is almost an afterthought.
Pontiac hasn’t built a car in years, but a Tallahassee shop called Trans Am Depot will still sell you one — by starting with a fifth-generation Camaro and spending eight weeks turning it into a Hurst Edition Trans Am tribute, gold logo, shaker hood, and all. Between the base conversion, a fully optioned Camaro donor, and a supercharger kit, the final bill can climb past $100,000. Read on to find out what that money actually buys, right down to the carbon fiber sill plates.
Fifty years, two complete engine rebuilds, and a great deal of stubborn patience are what it took to make this 1965 Buick Gran Sport drive like new again. The Gran Sport was Buick’s answer to the GTO, built on GM’s new A-body platform, and it came wrapped around an engine unlike anything else in Detroit. Owners who keep these cars running will tell you the powerplant is the entire story. Read on to find out what made it worth the trouble.
A full-size four-door family Ford that could humiliate a pony car at a stoplight sounds like a contradiction until you find the fine print on a 1965 Galaxie 500 order form. One option code brought two four-barrel Holley carburetors, a solid-lifter camshaft, and compression north of ten to one, all behind a grille identical to every other Galaxie on the lot. Almost nobody checked that box. Read on to find out what Ford was hiding and why so few buyers ever asked.
The C4-generation Corvette had something to prove — and it did, in ways most owners never fully realized. Between 1984 and 1996 it introduced a completely redesigned platform, brought in British firm Lotus Engineering to help build the 375-horsepower ZR-1, and quietly set a 24-hour, 175-mph endurance speed record along the way. A separately built twin-turbo version, the Callaway Sledgehammer, pushed even further, hitting 254.76 mph on a closed track. Read on to find out how an era known for plastic panels and a flawed anti-theft key also became one of the fastest Corvette generations ever built.
In 1988, one manufacturer quietly cut the mechanical cable connecting a driver’s foot to the engine and replaced it with a sensor and a computer. Every automaker eventually followed, and the muscle car world still argues about whether that was progress or a loss. Read on to find out how drive-by-wire actually works, and why some purists refuse to trust it.
A compilation of Plymouth Road Runner and GTX commercials spanning 1967 to 1971 has resurfaced online, and the comments underneath it turn into an oral history of Mopar’s golden age — a CHP officer’s 440-powered police package, a viewer who bought a used Road Runner for $1,200 in 1974, and an ongoing argument about whether 1968 was truly the brand’s best year ever. Watch to see which ad plays entirely without dialogue.
Shelby American built only a handful of genuine GT350 convertibles in 1966, and they were never meant for the public at all. That scarcity is what makes a carefully assembled tribute car so compelling: start with a real 23,000-mile C-code Mustang convertible, add every genuine Shelby Hi-Po component available, and chase a car that almost nobody alive has ever seen in person. Read on to find out what separates the real four from everything built since.
A nineteen-inch nose cone and a wing tall enough to see over the roof were not styling decisions. They were the price of a NASCAR rulebook, and Plymouth built nearly two thousand street cars purely to satisfy it. Under the aerodynamic theater sat an engine range topping out with the 426 Hemi, though the 440 Six Barrel came closer to matching it than anyone expected. The whole program lasted exactly one model year. Read on to find out why.
Ferrari built just 36 examples of the 250 GTO, and the vast majority have spent the decades since locked in private collections rather than being driven hard on a mountain road. That is what makes footage of one actually working so unusual. Here is what is under the bodywork, why the racing record still matters, how the car became the most valuable automobile in the world, and why hearing one at full throttle tells you things no spec sheet can.