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This 1966 Dodge Coronet claims to be one of just seventeen 426 Hemi cars ever built — a number worth digging into before you take it at face value. Mopar’s own Hemi Coronet production records are murkier than you’d expect. Here’s what the real numbers say, and why it barely matters once you hear it run.
This pale yellow 1964 Ford Galaxie, with its red vinyl bucket seats and chrome-heavy face, looks like exactly the comfortable family hardtop Ford sold it as. But the same model line quietly carried the 427 and, briefly, the 600-plus-horsepower SOHC ‘Cammer’ that Ford never dared sell to the public. Read on for how the Galaxie evolved year by year into the 7 Liter, and why a small number of these ordinary-looking cars may be hiding something extraordinary.
Fifty years after breaking Ferrari six-year stranglehold on Le Mans, Ford is putting that victory back on the road with a heritage-liveried GT. This gloss red, red-stitched special edition ties back to one of the greatest underdog wins in racing history. See how Ford turned a decades-old Le Mans triumph into a modern tribute.
GM’s 1956 Firebird II was a titanium-bodied, gas-turbine dream car that never got anywhere near a dealer lot, so how did its name end up on one of the most iconic pony cars Detroit ever built? Pontiac almost called its new 1967 Mustang-fighter something else entirely before reaching back to that jet-age concept. Read on to find out how a Motorama turntable car gave its name to a nameplate that ran for 35 years, and what the first Firebird buyers actually got for their money.
A nationwide search-data report from ClassicCars.com found one car dominating collector car searches in more U.S. states than anything else — GM models included. The 1965 and 1967 Ford Mustang model years topped the list state after state, for reasons that trace straight back to the car’s origin as the founder of the entire pony car segment. Read on to find out which states are chasing it hardest.
Chevrolet’s 350 small-block went through four dramatically different personalities in barely a decade — from the 425-horsepower NHRA-rated LT-1 in 1970 to a computer-assisted, 190-horsepower L81 just eleven years later. Tracing the L46, LT-1, L82, and L81 in sequence lays out exactly how emissions rules and changing priorities reshaped one of GM’s most important engines. Read on for the full breakdown, casting numbers included.
The 1967 Dodge Dart looks like a simple facelift year buried in Mopar’s compact lineup, but underneath that new sheet metal Dodge quietly reengineered the chassis to accept engines the old Dart never could. Wider front track, respaced frame rails, and a redesigned K-member set the stage for the small-block street fighters that would make the Dart name legendary just a couple years later. Add curved side glass, a new dual-circuit brake system, and 154,500 units built, and this transitional year deserves way more credit than the glory-grabbing GTS versions usually get.
For the Camaro’s 50th anniversary, Chevrolet didn’t settle for a badge and a paint stripe. The sixth-generation car arrived smaller, sharper-handling, and backed by a lineup running from a 275-horsepower turbo-four up to a 455-horsepower SS V8, with a new ZL1 added specifically for the occasion. Here’s what made the anniversary edition — and the platform underneath it — genuinely worth the celebration.
A 1967 television commercial for the Pontiac GTO sold horsepower the way modern car ads almost never do – through swagger, identity, and a voice actor’s delivery that viewers are still praising decades later. One commenter even traces BMW’s Ultimate Driving Machine slogan back to what Pontiac was already doing here first. Watch to hear the pitch that built a legend.
Chevrolet built three very different Camaros under one badge in the late 1960s, one dressed to be noticed, one built to go fast, and one so quietly race-bred that Chevy barely admitted it existed. The RS brought hideaway headlights and showroom flash, the SS brought big-block muscle, and the unadvertised Z28 brought a 302 small-block engineered specifically to win Trans-Am races. Read on to find out how rare that racing option really was, and why so few dealers even knew to offer it.
The 1967 Plymouth Belvedere lived a double life — one version chased down traffic violators for the LAPD and starred in Adam-12s pilot episode, while another, ordered with the rare 425 horsepower 426 Hemi option, could out-muscle nearly everything else on the road. Only 720 buyers checked that Hemi box that year, making it one of the most overlooked factory Hemi cars Mopar ever built.
Plymouth needed an answer to the Pontiac GTO, and in 1967 they built one by dropping a standard 440-cubic-inch, 375-horsepower Super Commando V8 into a dressed-up Belvedere and calling it the GTX. Unlike most muscle cars of the era, buyers didn’t have to option their way up to big power – Plymouth handed it to them standard, with the fabled 426 Hemi waiting as an upgrade.
Chevrolet planned to build one hundred Grand Sport Corvettes in 1963. Only five ever left the factory, and all five still survive in private hands today. That’s just the beginning of the story of the second-generation Corvette’s five model years, which moved from a one-year-only split rear window to a factory 427 so powerful Chevrolet wouldn’t put the real horsepower number on paper. Read on to find out how the Sting Ray earned its reputation.
This 1967 Chevelle skips a factory-correct restoration in favor of an old-school street machine build, complete with a big-block or LS swap, reinforced suspension, and deep-dish wheels. The choices made under the hood and underneath the body reveal a builder chasing a specific look and driving feel rather than numbers-matching authenticity. Read on for what actually separates a good street machine build from a great one.