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A barn-stored 1968 Shelby GT500KR spent thirty years out of sight before selling for $495,000 at Barrett-Jackson’s Scottsdale auction, beating out two rare Boss 429 Mustangs and a $396,000 Hemi Superbird. See what else made Barrett-Jackson’s own list of the sale’s ten best-selling muscle cars, and why documented originals are commanding record money in 2026.
A $900 wreck of a 2008 Mustang GT got turned into a head-turner for under $2,500 total, and viewers say the real story isn’t the build — it’s the car underneath it. The S197-generation GT’s 300-horsepower V8 and retro styling are still cheap today, but longtime owners and collector-car analysts both say that won’t last much longer.
Ford’s design studios didn’t stop at the Mustang that made it to showrooms, they also sketched a mid-engine two-seat exotic, a European-flavored roadster, an 855-horsepower one-off, and even a station wagon wearing the pony badge. Some near-misses shaped legendary programs that did get built; others vanished after a single running prototype. Read on to see which unbuilt Mustangs came closest to changing the car’s entire story.
A numbers-matching 1970 Dodge Super Bee just resurfaced after 36 years of sitting untouched, and the man who found it isn’t new to the model. Former Hot Rod editor David Freiburger already owns the Super Bee he bought as a teenager in 1983 — this second one came wrapped in decades of dust, a 383 four-speed drivetrain, and a century-old machine shop’s worth of history.
MPC’s kit No. 878, a 1969 Dodge Charger sold under Country Charger box art, is a rite of passage for scale-model builders — and Scale Stuff’s 1:25 build shows exactly why. Between a rear bumper that never sits flush and front wheels that need trimming to fit right, the kit hides problems the instructions never mention. Builders in the comments trade sanding tips and de-chroming tricks like a shared troubleshooting guide passed down over decades. Watch to see how a flawed old kit becomes a General Lee replica anyway.
Plymouth beat Ford to showrooms by two weeks with the 1964 Barracuda, then spent a decade playing catch-up anyway. See how a Valiant-based fastback with the biggest curved rear window ever installed on a production car turned into the Hemi ‘Cuda — a car so rare that one convertible sold at auction for $3.5 million.
Nothing about this Corvette’s original build sheet matches what is under its hood today. The factory small-block has given way to a 383 stroker with an upgraded transmission, suspension and cooling system, wearing dark blue metallic paint over a restored leather interior. The stock 1981 engine made 190 horsepower. This one claims 500. Read on for how that gap got closed, and why 1981 was one of the strangest years in Corvette history.
A 1971 AMC Hornet SC/360 — one of only 784 ever built — lined up bone-stock against a Hemi Cuda, a 454 Corvette, and a rare 455-powered Pontiac T-37 at the 2025 Pure Stock Muscle Car Drag Race. No nitrous, no shortcuts, just factory specs and a stopwatch. Here is what happened when four genuinely rare muscle cars ran exactly the way Detroit built them.
A shop-built 1970 Mustang fastback traded its original small-block for a supercharged Coyote V8, a Tremec five-speed, and a full brake and suspension overhaul. The twist: nobody who worked on it got to keep it — EBC Brakes gave the finished car away to a sweepstakes winner at SEMA.
The 1971 ‘Cuda is the only Barracuda with four headlights and gilled front fenders, and it was the last year for the 426 Hemi, the 440 Six Barrel, and the convertible. Plymouth built roughly 108 Hemi hardtops and about eleven Hemi convertibles, only seven of which were sold new in the United States. Most cars carried a 340 or a 383 instead. Read on for what separates a rare ‘Cuda from a merely handsome one.
A 1972 Chevelle SS still carries a “396” badge on an engine that had actually grown to 402 cubic inches two years earlier — and Chevrolet never bothered to fix it. This black-over-cherry-red survivor closes out the second-generation Chevelle with a Hurst 4-speed, a Positraction rear end, and a decades-old question: is it really better than a Dodge Charger?
An editor spent hours splicing together the greatest car chases from more than a dozen films, Bullitt, The French Connection, Vanishing Point, Mad Max, and beyond, into one continuous five-minute sequence. The result plays like an entire decade of practical stunt driving compressed into a single unbroken chase. Watch to see how many of these iconic films you can spot.
Picture this: you find a listing for a 1970 Ford Torino GT Super Cobra Jet, one of just 241 ever built with the factory drag-pack setup, fully restored and gleaming in period-correct blue. The price seems almost reasonable for a car this rare. What the listing doesn’t tell you is that this exact survivorship story is exactly the scenario where buyers get burned. A car that once had every body panel damaged can look flawless today and still be hiding structural compromises underneath. Before you fall for the shine, you need to know what a real restoration actually involved, and how to verify the shop that did the work got it right.
A 1970 Plymouth Road Runner up for sale hides one of Detroit’s strangest factory options: a vacuum-actuated Air Grabber hood scoop that pops open with a cabin switch. This one pairs it with a 440-cubic-inch V8, a four-speed stick, and a Sure-Grip differential — the combination most real buyers actually chose over the flashier Hemi. Here’s what still makes it worth a second look.
It took one owner nineteen years to finally find his. A first-person walkthrough of a 2000 Pontiac Trans Am WS6 explains why LS1-powered F-bodies like this one are quietly some of the most important muscle cars GM ever built — and why the people who own them refuse to let go.