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The Cadillac Series 62 from 1954-1956 was where luxury met innovation, with features like the “Florentine” rear window and headlamp visors giving it a style all its own. With options like power seats and auto-dimming headlights, it was the epitome of ’50s tech. Engines roared with 0-60 mph in a “blink-and-you’ll-miss-it” 17.3 seconds! By 1956, sales skyrocketed, helped by the addition of power steering and new models like the Eldorado Biarritz. This Cadillac was truly the king of the road!
Plymouth built just 2,128 Road Runner convertibles for 1969, and only 797 of those paired the 383 V8 with a four-speed manual like this one has. Loaded with the Air Grabber hood, Magnum 500 wheels, and white vinyl bucket seats, this car represents a rare, well-optioned example from the Road Runner’s breakout debut convertible year. Here’s what made 1969 such a turning point for the model.
Ford outsold Chevrolet by 10 percent in 1951, and the optional 239 cubic inch flathead V8 under this coupes hood was part of the reason why. That same engine, simple enough for anyone to modify, became the foundation of the postwar hot rod movement and helped define an entire era of American car culture. Here is why builders still chase this engine family decades later.
Jaguars E-Type earned its reputation on a racetrack before it ever reached a showroom, tracing its lineage to a D-Type that won Le Mans three years straight. By 1966 the car had grown into its most well-rounded form, pairing a 4.2-litre, 255-horsepower six with mechanical upgrades that fixed the earlier cars biggest complaints. It is a combination collectors still chase today.
The 1963 Buick Riviera almost wore a Cadillac badge instead, GM’s styling chief originally designed it as a LaSalle-branded personal luxury coupe before Cadillac passed and Buick claimed the project. Deliberately limited to 40,000 units to preserve its exclusivity, the Riviera paired genuine luxury styling with a 325-horsepower Nailhead V8 capable of 0-60 in around 8 seconds. It’s a car built on a rejection that turned into one of Buick’s most important models of the decade.
Replacing the subframe on a Hellcat-powered Challenger or Charger is one of the more involved jobs a muscle car owner can take on, touching everything from suspension alignment to core structural mounting points. This breakdown covers why the job carries more risk than a typical bolt-on repair, and why many owners use the opportunity to add aftermarket subframe connectors for extra rigidity. It’s a job that rewards patience, and punishes shortcuts, in equal measure.
Wheel alignment sounds like one of those things only mechanics need to understand, but ignoring camber, caster, and toe is one of the fastest ways to burn through a set of tires without knowing why. CNET’s Brian Cooley breaks down what each angle controls and how a small deviation compounds into expensive tire wear over time. It matters even more for muscle cars running lowered suspension or wider wheels.
This Cuda’s Hemi and pearl orange paint are only part of the story; Schwartz Performance also converted the entire car to right-hand drive for a customer in India. The build earned the Woodstock, Illinois shop a second Car Craft Pro-Builder of the Year award. Here is why moving the steering wheel was the least of their problems.
The 1955 Chevrolet didn’t just look new – Ed Cole’s all-new 265-cubic-inch small-block V8 and an all-new perimeter chassis helped Chevrolet outsell Ford by roughly 250,000 units that year. This Bel Air carries the Tri-Five’s iconic wraparound ‘Sweep-Sight’ windshield and custom interior, but swaps in a ’69 Corvette 350 for real modern power. With just 42 miles since a show-quality restoration, it’s Tri-Five history built to actually drive.
A genuine Formula 1 car doesn’t belong anywhere near a red light, a school zone, or a line of minivans — and yet that’s exactly where this footage finds one, engine screaming just inches off the pavement. Street FX Motorsport TV has built a name for capturing extreme machinery in the most mundane settings imaginable, and this clip might be their best contrast yet. The result is equal parts absurd and mesmerizing. Watch to see how an F1 car survives an ordinary commute.
Back in 1977, a 15-year-old Larry F. embarked on his automotive journey with a $400 purchase of a 1970 Pontiac GTO. Despite needing a bit of love, it roared to life and even survived a Cardinal red makeover. Fast forward to a heartbreaking day in a GTO junkyard, where Larry and his son stumbled upon the skeletal remains of his beloved car. Missing its bumpers, engine, and more, it was a sad sight. Larry joked about almost shedding tears, with his son confirming, “I thought you were going to cry too.”
Pontiac built the Tri-Power 389 for just one model year, and this rotisserie-restored 1965 GTO wears the rare option in Iris Mist paint with a 4-speed manual. Only about 20,547 GTOs left the factory with three carburetors instead of one. Here’s what made Tri-Power worth chasing — and why it still commands a premium today. Pontiac dropped Tri-Power from its catalog within two years, making this option’s window even narrower than it first appears.
1982 was the final year for the third-generation Corvette, and Chevrolet marked the occasion with a Collector Edition featuring a hydraulic rear hatch window, cloisonne badging, and a silver-beige color scheme unique to the trim. At $22,538, it became the first Corvette ever priced above $20,000, with only 6,759 built. That combination of rarity and history helps explain why a C3 like this one might turn up somewhere as unexpected as Iceland.
Chevrolet’s Super Sport badge was not just for the Camaro and Nova – in 1968 it could be ordered on the full-size Impala too, pairing a 396 cubic-inch big-block with two-tone bucket seats and a roofline borrowed from the Caprice. Here’s how the full-size SS option carved out its own small but genuine slice of muscle car history.