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A shell company with a boring name built a handful of Chevy sedans in 1957 that were so fast NASCAR banned the technology under their hoods for more than 50 years. This tribute wears the Black Widow paint scheme and drivetrain spirit of that legendary program, built off-books to beat the competition without General Motors’ name on the invoice. Here’s the story behind the ban.
Chevrolet confirmed in March 2023 that this generation of Camaro would retire at the end of the 2024 model year, with no gas-powered successor announced. This ZL1 review captures the top of the lineup at exactly that moment — supercharged 6.2L V8, available manual transmission, Recaro seats, and styling that refused to soften. Viewers are calling it a genuine monster and a ‘now or never’ buy. Watch to see the last great V8 Camaro in action.
Dodge completely reinvented the Charger for 1971 with a wider, shorter ‘fuselage’ body and a split, twin-grille nose that made the outgoing car look like a different species entirely. It’s also the last model year Chrysler ever offered the 426 Hemi in any car, making this the final chapter of the Elephant engine’s factory life. Just 3,118 Charger R/Ts were built that year, and rising insurance rates meant fewer buyers ever got the chance to check that Hemi box before it disappeared for good.
Owner Jeffrey Filz grew up two blocks from the Kenosha plant that built this 1970 AMC Javelin SST Mark Donohue Signature Edition, and the comments below Lou Costabile’s video turn up an even wilder story: a commenter’s father, a former Spitfire pilot, briefly owned one himself. Watch the full walkaround and engine start.
Most 1957 Thunderbird buyers never knew Ford quietly built America’s first production supercharged V8 that same year. Roughly 200 F-code cars left the factory rated at 300 horsepower — though Paxton itself claimed the real number was closer to 360. Here’s the story behind Ford’s rarest personal luxury car of the decade.
Chevy’s small block saga continues with the M-code 350, famed for powering everything from hefty K-series pickups to motorhomes, boasting a respectable 160 bhp. The L83-350 made ’82 Corvettes roar with its cross-fire fuel injection, though ’83 took a pit stop. Enter the L98, flexing up to 245 bhp by ‘89 with a snazzy rear axle tweak. Not to be outdone, the L05 found its way into everything, from the Suburban to the Hummer H1, until replaced by the LT1’s swan song in ‘96.
When one of the first 2019 Chevrolet ZR1s in the country landed at a Kentucky Chevy dealership, salesman Mike Davenport was there to see it delivered. The car reopened a debate that had nearly killed one of the ZR1’s most talked-about options entirely: should you actually buy the manual? Watch to see the car that nearly didn’t get a stick shift at all.
Nobody built cars to disappear quite like Chevrolet built the 1964 Biscayne, the cheapest full-size car in the lineup, yet a rare handful of buyers spec’d it with the same 409 big-block that made the Impala SS famous. Stripped of chrome and drag-strip focused, a 409 Biscayne is arguably the ultimate factory sleeper of its era. Here is why even dedicated Chevrolet historians cannot agree on exactly how many were built.
This 1970 Chevrolet Chevelle SS traveled from Georgia to Florida to an Indianapolis museum before landing on Vanguard Motor Sales’ lot with its original factory build sheet still intact. Under the hood, the numbers-matching 396 has barely turned over since a 1999 restoration. It’s the kind of paper trail that usually gets lost decades before a car like this survives to tell its own story. Watch to see what else has stayed frozen in time.
First published in Hemmings Muscle Machines back in December 2011, this quarter-mile pass pits one of the roughly seventy all-aluminum ZL1 Camaros Chevrolet ever built against a Pontiac Firebird running the airflow-focused Ram Air II. Commenters dig into cam specs, gearing, and a surprising trap speed result that still sparks debate. Watch to see which factory rarity actually crosses the stripe first.
Chevrolet’s 1955 Bel Air debuted with an engine so influential that nearly every GM V8 built for the next several decades traced back to it — even though the earliest examples burned oil and struggled on regular gas. From the 195-horsepower Super Power Pack to the rare fuel-injected 283 offered in 1957, the TriFive years defined an entire era of Chevrolet performance. Read on for the full year-by-year breakdown of what made these cars so significant.
The decades-old Mustang-versus-Camaro rivalry has found unlikely new life in China, where Ford’s later-arriving pony car has outsold Chevrolet’s by more than 3-to-1 despite a four-year head start for the Camaro. The gap traces back to one detail muscle car fans will recognize instantly: engine choice. Read on to find out why a turbocharged four-cylinder cost Chevrolet the fight.
Chevrolet’s Camaro ZL1 and Dodge’s Challenger Hellcat both pushed past 650 horsepower using completely different engineering paths, an Eaton-blown LT4 versus a larger IHI-blown Hemi, and ran almost identical quarter-mile times despite a 566-pound weight gap between them. Both nameplates are now discontinued within a year of each other. Read on to find out which factory 700-horsepower icon actually deserved the crown.
This 1954 Chevy 3100 debuted the first one-piece windshield in the Advanced Design pickup’s history — a genuine milestone year for the truck. But everything mechanical under this particular example has been swapped out for a 305 V8, a Camaro front clip, and modern radials. Here’s what Chevrolet actually built versus what’s driving today.
This 1966 Chevrolet Impala SS hides a 427 big-block under sheet metal most people assume belongs to a plain family car. Built during GM’s most dominant era in the U.S. market, it proves the company’s full-size lineup could hit just as hard as its dedicated muscle cars. Read on to see which 427 option actually made it special.