 |
GME Performance, a Leipzig tuning shop most American enthusiasts have never heard of, built a Mustang GT making 705 horsepower and 590 lb-ft, enough to put a stock Hellcat on notice. What separates it from the usual dyno-number flex is everything that came with it: adjustable coil-overs, ventilated floating brake discs, a full aero kit, and a 3.9-second 0-62 time. Read on for how the build came together and how it stacks up against Ford’s own factory answers.
Every car on this list has one thing in common: buyers keep paying a premium regardless of what else is happening in the market. Rarity, documented history, and a wave of nostalgia driven demand, especially from younger collectors introduced to these cars through film and pop culture, keep pushing prices for even once affordable muscle cars steadily upward. It is a reminder that horsepower alone was never the whole story.
The most expensive Mustang ever sold was never meant to be sold at all. Shelby American built it to destroy experimental Goodyear tires at sustained triple-digit speeds, and when a dealer tried to turn it into a fifty-car production run, exactly one buyer showed up. Five decades later Shelby built a 50th Anniversary Super Snake to mark the occasion. The gap between the two cars says everything about how legends get made.
The quickest vintage Mustang on the planet does not have a carburetor, a camshaft, or an exhaust note. Built from a 1968 fastback by a shop in Austin, Texas, it runs a quarter mile in the nine-second range and holds a top-speed record set over a flying mile. The numbers behind it are strange enough that most people have to read them twice. Read on for what is actually bolted under that sheet metal.
A barn-find 1970 Ford Mustang convertible sitting in the Netherlands hides a genuinely strange secret: factory all-wheel drive, engineered by the same British company that later built the world’s first production AWD car, the Jensen FF. Missing its engine and front drive unit after decades of neglect, it may be the only convertible Mustang ever converted this way. Read on for how a tractor company ended up building AWD Mustangs for Ford.
Halfway through 2017, Detroit’s three pony cars were close enough that the sales race looked genuinely undecided from month to month. By the time December invoices were counted, the gap between first and third had stretched past seventeen thousand cars. One of the three actually grew that year while the other two slid backward. Read on to find out which nameplate took the crown and which one quietly gained ground.
February 2017 produced a pony car sales result almost nobody predicted: the Dodge Challenger, on a platform already a decade old, comfortably outsold the freshly redesigned Chevrolet Camaro while the Ford Mustang took the month outright. The numbers said something uncomfortable about what buyers actually want from a muscle car. Read on for the figures and what they revealed about the segment.
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.
Scott Zeller’s father owned three Mercury Cougars before Scott bought this 1969 XR7 in black paint with a 351 V8, and that family history is central to why this particular car keeps drawing a crowd at Chicago-area car shows. Filmed at the Monday Night Car Shows in Skokie, Illinois, the video captures a nameplate that history has quietly underrated next to its Mustang sibling. Watch to hear the engine and the story behind it.
A recent look at search data from classiccars.com found one vintage nameplate pulling ahead of every rival by a wide margin. The Ford Mustang’s dominance traces back to a launch day that moved tens of thousands of cars almost instantly, followed by sales that topped a million units within its first couple of years. Its continuous production since 1964 has kept the name in front of casual fans in a way few muscle car rivals ever managed. Read on to find out how the numbers broke down state by state.
A single classic-car marketplace crunched a year of search traffic and produced a map that reads like a territorial dispute. Ford and Chevrolet each claimed exactly twenty states, one nameplate racked up nearly four million searches on its own, and one New England state broke ranks entirely. The results say as much about how Americans shop for old cars as they do about brand loyalty. Read on to see where the lines fell.
Dodge arrived to the pony car fight five years late and compensated by building an engine bay that would accept nearly anything Chrysler made, from a slant six to a 426 Hemi. This 1971 Challenger runs a 440 big block with a four-speed, which puts it one rung below the top and in the sweet spot for anyone who wants real E-body performance without a Hemi price. Read on for what the numbers actually say.
A Ford Mustang GT 5.0 crashes into a gas station, and the fallout turns into a heated argument caught entirely on someone’s phone. It’s the latest entry in a well-worn pattern of 5.0-badge parking lot chaos that the internet can’t stop watching. See exactly how a low-speed mistake at a fuel pump escalates into full-blown confrontation.
AMC never had Detroit’s biggest budget or best-known badge, but for a handful of years in the late 1960s and early 1970s it built some of the most interesting muscle cars in America — from the two-seat-only AMX to the Hurst-built SC/Rambler. This first installment in our muscle-car buying series breaks down AMC’s most collectible models, what made them different, and what to check before buying one today. Read on to find out why AMC muscle remains one of the hobby’s better-kept secrets.
Ford’s Model A never had a factory big-block or a quarter-mile pedigree, so why does it keep showing up on best-muscle-car lists? This entry breaks down what made 4.8 million units across nine body styles into the foundation of American hot rod culture, from fiberglass reproduction bodies to modern disc brake swaps. Read on to find out why builders have kept choosing this nearly century-old chassis since the 1930s.