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A 1967 Chevelle with a swapped-in 454 big block, a Muncie four-speed, and only 4,000 miles on that combination doesn’t come up for sale often — especially with a VIN-verified 138 body code and a Kentucky ownership history that kept the undercarriage remarkably clean. Vanguard Motor Sales has documented the restoration work in detail. Read on to find out what a real 138 car actually means and why this one commands serious buyer attention.
By 1973, Ford already knew the Mustang convertible was finished — regulations and buyer trends were closing in, and no drop-top Mustang would follow until 1983. Buyers reacted the way buyers do when they hear something is ending: convertible sales nearly doubled. This Blue Glow example with a white interior, power everything and its original 302 shows exactly what the last one looked like. Read on to find out why the 1973 cars deserve more respect than they get.
A tip in Indiana led to a Dodge Super Bee that had sat behind a closed garage door for forty years, ever since its original engine let go and the owner simply chose to store it rather than restore or part it out. Only a small fraction of 1970 Super Bees carried this six-barrel big-block setup. Here’s how rare this survivor really is.
Between 1969 and 1974, Jaguar’s E-Type went through more change than any four-year stretch in its history — detuned engines for U.S. emissions rules, a completely new V12, and a dozen ultra-rare lightweight racers built alongside the roadgoing cars. The Series III’s 5.3-liter V12 turned the E-Type into a genuinely different machine, capable of 135 mph and a 14.82-second quarter mile. Read on to find out what separates a Series II from a Series III, and why twelve specific cars from 1963 and 1964 remain the most valuable E-Types ever built.
This 1969 Nova SS left the factory with a 375-horsepower 396 and spent 24 years drag racing across two owners before a pawned-for-a-wedding detour, a full restoration, and a trade for a Harley-Davidson brought it to its current owner, Bob Cole of Odessa, Washington. What followed was a methodical effort to verify and correct every detail back toward period-correct spec. Read on to find out what the teardown revealed.
This unrestored 1967 Chevrolet Camaro Z/28 has covered under 8,000 original miles and stayed with the Leszczynski family since 1998. Finished in the uncommon Deep Water Blue and carrying matching numbers, it’s the kind of survivor collectors specifically hunt for rather than stumble across. Watch the full walkaround to see why this one rarely makes it to market.
Built almost exclusively for California dealers and inspired by a secretive Shelby prototype, the 1968 Mustang GT/CS combined fog lamps, a rear spoiler, and exclusive striping into a distinct model Ford never planned as a mainstream offering. Production fell short of its 5,000-unit target, and the car’s own name is still debated by historians decades later. Read on to find out how one regional sales manager talked Dearborn into building it.
A 1971 Plymouth ‘Cuda convertible surfaced after roughly thirty-five years in storage, and its VIN tells a story most barn finds cannot back up: it is one of only 17 factory 440-6 Barrel convertibles Plymouth ever built. Viewers immediately started arguing over what a car this rare is actually worth, with estimates ranging from six figures unrestored to well over a million dollars fully restored. Watch to see the car — and the debate — for yourself.
Thirty-six years in a Great Plains farm shed will bury a car in dust and obscurity, but for a numbers-matching Corvette it can also mean remarkable preservation. This 1965 Sting Ray coupe came out with its original engine and four-speed still in place and the paperwork to prove it. The real story was never on the surface, it was in the documentation. Read on to find out what separates this car from thousands of ordinary small-block Corvettes.
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.
Lou Costabile visits the 2016 Burr Ridge Car Show to find a 1970 Chevy Nova in Green Mist paint, kept 80 percent original by owner Don Dames despite running only a six-cylinder engine. The comments fill in the rest: a driver’s ed car from 1977, a family Nova that survived a windshield-shattering explosion and ran past 280,000 miles, and viewers who owned nearly identical cars decades ago. Watch to see why an ordinary six-cylinder Nova is pulling out more personal stories than most muscle cars ever could.
Leaf springs gave classic Mopars their character and their single most frustrating flaw: axle hop that turns a hard launch into wasted motion. Swapping to a triangulated four-link ends it for good, but the install demands a welder, a quarter-inch of thread measured exactly right, and a decision about whether you are willing to modify a car permanently. Here is what the conversion actually involves, what it changes on the street as well as the strip, and which Mopars should keep their leaf springs.
Nobody buys a Plymouth Valiant expecting a burnout machine, which is exactly why one shredding its rear tires is so entertaining. Chrysler built this car as sensible economy transportation, then dropped an all new V8 into it in the middle of 1964 and quietly changed what a compact Mopar could be. The engine that started it all stayed in production for decades, and the cars that got it remain some of the last genuinely affordable Chrysler performance out there.
Only a few hundred genuine 427 Cobras were ever built, and nearly all of them disappeared into collections and auction houses decades ago. That means essentially every 427 Cobra you will actually see in traffic or at a track day is a replica, and this Factory Five built example makes the case for why that is not a compromise. With a real 427 side oiler, aluminum heads, dual quads, and roughly 2,400 pounds to move, it does the thing the original was famous for.