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Forty-four years apart, Chevrolet tried to answer the same weird question: what happens when you cross a sports car with a pickup bed? The first answer became a three-decade icon. The second answer looked incredible, packed real horsepower, and still only lasted about three years on the sales floor. Here’s how the El Camino and the SSR actually stack up against each other.
A barn find 1970 Dodge Challenger T/A has been sitting untouched for years, its original 340 cubic inch Six Pack engine still intact under the hood. Dodge built only 2,399 T/A Challengers that year, and viewers can’t even agree on the factory paint color, some call it Panther Pink, others Plum Crazy Purple. The video poses a pointed question: would you trade this original for a modern Hellcat? Most commenters say no.
Buick’s 1965 Riviera Gran Sport hid genuine muscle behind personal luxury styling, and the $450 option box was the only clue. It brought the 360-horsepower Super Wildcat 425 with dual four-barrel carburetors, a 3.42:1 Positraction axle and a low-restriction dual exhaust, good for 0-60 in about 7.7 seconds in a car weighing just under 4,000 pounds. Buick built 34,586 Rivieras that year. Read on to find out why so few people know this option existed.
Those towering tailfins and bullet taillights leave no doubt about what this black convertible is — a 1959 Cadillac, built during the single most dramatic model year of Detroit’s entire fin era. Read on to find out whether this one is the volume Series 62 or the flagship Eldorado Biarritz, and why 1959 still gets the last word in collector circles.
This yellow Chevy C10 wears a badge with nearly three decades of Chevrolet truck history behind it, spanning three distinct generations from 1960 through 1987. Depending on the year, it could be running anything from a modest inline-six to a genuine big-block V8, and that range is a big part of why the trucks have such a devoted following. Read on to find out what separates a good C10 from a great one, and why these former work trucks keep climbing in value.
A plain red 1967 Mustang doesn’t look like it’s hiding much, until you check under the hood and find Ford’s FE-series S-code 390, the big-block that finally gave the pony car a genuine performance option. Read on to find out why this overlooked engine option still counts as one of the smarter buys in the classic Mustang market.
Oldsmobile built just 10,255 Cutlass Supreme convertibles for 1971, and buyers could option them anywhere from a mild 145-horsepower six-cylinder up to a genuine 455 big-block. Mistaken for a Chevelle or GTO at a glance, this drop-top actually shares real hardware with the 442. Read on to find out why collectors still chase these B-O-P convertibles today.
By 1973, Ford already knew a smaller, fuel-conscious Mustang was coming the following year, making this the last chance to buy the car everyone still pictures when they hear the name. It was the final year for the convertible until 1983, the last for the Grande trim, and the closing chapter for the 351 Cobra Jet before federal regulations reshaped the entire lineup. Read on to find out what actually survived onto the order sheet before everything changed.
The 1967 Shelby GT500 traded the GT350’s twitchy small-block for a detuned police-spec 428 big-block, wrapped in the most aggressive bodywork a Mustang had worn to date. Ford’s official horsepower number fooled almost nobody who actually drove one, and the fastback body that carried it was no accident either. Read on to find out why the underrating happened in the first place.
Ford doesn’t touch the Mustang lightly, and a mid-cycle refresh to the current generation brought more than just a new grille. A revamped transmission, a digital dashboard, and suspension technology borrowed from the Shelby GT350 all quietly arrived under the new sheet metal. Read on to find out which changes actually mattered to serious Mustang buyers.
No year, no trim, just an orange Barracuda lighting up its rear tires in a parking lot — and that’s enough to send any Mopar fan down a rabbit hole. Plymouth built the Barracuda for just eleven years, peaking with a legendary 1970 lineup that included a 340 six-pack special built purely to go racing. Here’s what made that short run so wild, and why it ended almost as fast as it began.
For the Camaro’s 50th anniversary, Chevrolet didn’t settle for a badge and a paint stripe. The sixth-generation car arrived smaller, sharper-handling, and backed by a lineup running from a 275-horsepower turbo-four up to a 455-horsepower SS V8, with a new ZL1 added specifically for the occasion. Here’s what made the anniversary edition — and the platform underneath it — genuinely worth the celebration.
Van Hurst’s father once owned this 1969 Chevelle COPO — before it left the family, disappeared for years, and turned up again through nothing more than an internet search. Built through Chevrolet’s Central Office Production Order loophole, the car was deliberately disguised as a base-model Malibu to hide its 427 big block from the crowd. Between a Chilean sighting decades ago and a trio of Calgary neighbors who bought sister cars together in 1969, this COPO’s story stretches well past its own build sheet. Watch the full reunion.
A 1967 television commercial for the Pontiac GTO sold horsepower the way modern car ads almost never do – through swagger, identity, and a voice actor’s delivery that viewers are still praising decades later. One commenter even traces BMW’s Ultimate Driving Machine slogan back to what Pontiac was already doing here first. Watch to hear the pitch that built a legend.
The Road Runner and GTX get all the glory from Mopar’s B-body glory days, but the Plymouth Satellite built the platform underneath both of them. Debuting in 1965 with bucket seats and V8 power standard, the Satellite could be optioned all the way to a 425-horsepower 426 Hemi. It’s the same bones as the legends — without the legend price tag.