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The 1978 Buick Riviera looks like a routine luxury coupe, but it was actually a stopgap built to bridge two very different eras of Buick design. Hidden inside that final model year was a low key 75th anniversary edition almost nobody remembers, plus an optional Oldsmobile built V8 that changed the car’s whole personality.
By 1973, insurance surcharges, emissions rules, and new bumper regulations had already reshaped the muscle car era that once defined Plymouth’s Barracuda. The E-body soldiered on regardless, sharing its platform with the Dodge Challenger. Production numbers from this final full season tell a quieter, less celebrated story than the Hemi-powered years that usually get the attention.
Ford never marketed the Thunderbird as a sports car, even though it arrived the same year Chevrolet was building the Corvette into exactly that. Instead, Ford created the personal luxury car segment, and 1956 brought a handful of small but meaningful fixes to the original formula. Just 15,631 were built that year, making it the rarest of the three original two-seat Thunderbirds.
This Ford Model T “Lightning Bug” was driven by “Kookie” on the late-1950s TV hit “77 Sunset Strip,” spawning countless look-alikes over the decades since. Reportedly the genuine article rather than a replica, it now wears a 454-cubic-inch big-block Chevy engine in a body built for basic 1920s transportation. Here is how that unlikely combination came together.
The Oldsmobile 88 nameplate traces back to 1949, when it paired a lightweight body with the division’s new Rocket V8 — a combination some historians credit as one of the earliest true muscle cars. By 1975, the Delta 88 had grown into a full-size comfort cruiser facing new emissions rules, yet it quietly offered one of the first production airbag options in America.
The redesigned 1971 Dodge Charger arrived with all-new fuselage styling and one of the last truly serious muscle-car engine lineups before insurance costs and gas prices closed the era down. Buyers could still order a 440 Magnum, a 440 Six Pack, or the legendary 426 Hemi – though only 63 R/T Chargers left the factory with that Hemi. Here’s the story behind these images and the numbers that made this the end of an era.
The 1967 Coronet R/T was Dodge’s first R/T-badged car, and there was no watered-down version to choose from, buyers picked between a 375-horsepower 440 Magnum standard or the legendary 426 Hemi as the sole upgrade. Just over 10,000 were built in that debut year, most of them two-door hardtops, setting the template Dodge would use across its R/T lineup for years to come.
Pontiac’s 1956 Star Chief is best known today for its Silver Streak trim and flagship status, but buried mid-year was a rare 285-horsepower dual-four-barrel engine option most buyers never ordered. The standard V8 already delivered 216 to 227 horsepower depending on transmission, good for a 0-to-60 run under 12 seconds. Pontiac still built over 127,000 Star Chiefs that year despite its premium positioning. Here’s the full engine story behind these images.
This 1940 Ford Cabriolet’s spec sheet lists a 302 small block and C4 automatic, neither of which existed until decades after the car was built. See what Ford actually put under the hood back in 1940. Then see why swapping in a modern drivetrain has become the standard way to keep prewar Fords like this one on the road.
A 1937 Chevrolet Master coupe looks like simple Depression-era transportation, until you dig into the ground-up redesign hiding underneath it. New frame, new suspension, new engine, all in one model year. See what made this the most important Chevrolet of the decade, and why so many of these coupes are still around for collectors to find today.
The 1965 Plymouth Fury III rode on an all-new full-size platform, and buyers could option it anywhere from a thrifty slant-six to a 365-horsepower Street Wedge V8 few ever actually ordered. Most Fury III buyers picked comfort over conquest, driving nearly 330,000 of these full-size Plymouths off dealer lots in a single year.
This 1966 Morgan Plus 4 still uses a wood-framed body and a Triumph-sourced four-cylinder engine, built the same way Morgan had built cars since 1950. It’s proof that hand-built simplicity found its own audience even during Detroit’s V8 arms race. Here’s the story behind Morgan’s stubbornly old-fashioned approach to performance.
Legend holds that Carroll Shelby trademarked the ‘King of the Road’ name in a hurry after hearing Chevrolet wanted it for a Corvette — securing it for his new 428 Cobra Jet-powered Mustang instead. Shelby built the GT500KR for barely two months in 1968, producing just 1,053 fastbacks and 517 convertibles — 1,570 cars total. Independent road tests of the era clocked it at 5.4 seconds to 60 mph, numbers that placed it among the quickest American cars you could buy.
At sixteen, John C. paid $700 in paper-route savings for a 1971 Plymouth Satellite Sebring, then spent the next few years turning it into a Rallye Red, leopard-interior statement piece that eventually earned him a police citation for riding too high. His story, and the garage full of friends’ cars parked alongside his, capture a slice of 1970s car culture that never made it into any factory brochure. Read on for the full build, the ticket, and the friends who were building right alongside him.
The Jaguar XK120 began life as a one-off testbed for a new engine, but the reaction at its 1948 debut convinced Jaguar to build it — and the resulting car became the fastest production car in the world at the time. This 1952 example carries the original 3.4-liter inline-six good for 180 hp and a genuine 120-mph top speed. Jaguar built just over 12,000 XK120s between 1949 and 1954, with alloy-bodied cars now among the rarest of the breed.