Nice cars other than x-fire

[LE BARON]

The car you're looking at right now is one of the most historically significant vehicles in American motorsport history, and almost nobody realizes it. The Super Six name first appeared in 1916, making it one of America's first high-performance cars. It set records at Daytona Beach and Pikes Peak, was discontinued in 1928, briefly revived in 1933, came back again in 1940, and by 1941 became the powerplant at the heart of the new Commodore line.

The 1947 model is a particularly fascinating piece of Hudson's story because of its timing. This car rolled off the assembly line immediately before Hudson's most revolutionary engineering achievement arrived. Hudson set the American auto industry on its ear in November 1947 with its new 1948 Step-Down unibody sedans, retooling to build the much larger, completely redesigned cars in only 23 days after the last 1947 model left the line. The 1947 Commodore is the final expression of the pre-revolutionary Hudson, and it wears that distinction beautifully.

The engine under this hood is Hudson's proven 262 cubic inch flathead inline six producing 121 horsepower with a balanced crankshaft that allowed it to spin far more freely than its displacement suggested. That balanced crankshaft was the same fundamental architecture that would go on to dominate NASCAR competition in a bored-out form, and the higher revs it allowed made all the difference. Hudson Hornets, using a developed version of this exact engine family, won 27 of 34 NASCAR Grand National races in 1952, followed by 22 wins of 37 in 1953, and 17 of 37 in 1954.

When Pixar Studios needed a cantankerous former stock car legend for Cars in 2006, the Hudson Hornet was the only choice. Paul Newman voiced Doc Hudson, and the legend lives on for another generation. This 1947 Commodore is where that legend quietly began.

 

[LE BARON]

Most people know the Hudson Hornet from Pixar's Cars. Far fewer know that the platform it used to dominate NASCAR was designed largely by Betty Thatcher, the first female designer ever employed by a car manufacturer.

Hudson set the U.S. auto industry on its ear in November 1947 with its new "step-down" unibody sedans, arriving a full model year ahead of the Big Three, accomplishing the retooling in only 23 days after the last 1947 model left the line. The floor pan was lowered to the bottom of the frame, with the frame rails passing outboard of the rear wheels, encircling passengers and dramatically dropping the center of gravity below every American rival.

The Commodore Six used a 262 cubic inch flathead six producing 121 horsepower, while the Eight relied upon a 254 cubic inch straight-eight at 128 horsepower. That same low-slung architecture gave the Hudson Hornet its unbeatable handling on NASCAR's dirt tracks. The Hornet collected 80 NASCAR victories and over 131 total wins during its short racing span, before Hudson merged with Nash-Kelvinator in 1954 and disappeared entirely. The Commodore started all of it

 

[LE BARON]

For 1970, the Super Bee received a redesign with a new front end that Dodge Public Relations called "bumble bee wings," a twin-looped front bumper unlike anything else on the road. Three engine choices were offered, but the smart money always landed on the middle option.

Mopar engineers took the 440 cubic inch V8 and replaced the single four-barrel carb with three Holley two-barrel carbs on an Edelbrock Hi-Riser manifold. Only the center carburetor operated during normal driving; plant your foot down and all six barrels opened simultaneously. Valve springs, a hotter cam, and upgraded connecting rods boosted output to 390 horsepower. The 440 Six Pack could match a Hemi all the way to 70 mph and cost roughly $500 less.

Buyers noticed. A total of 1,268 Six Pack Super Bees were ordered in 1970 versus just 42 Hemi cars. The base price was $3,074, and new high-impact colors like Plum Crazy and Panther Pink were available, with Panther Pink representing the rarest choice at only 39 examples ordered.

1970 was the final year of the first-generation Super Bee on the Coronet platform. It lasted one more year on the Charger, then disappeared entirely. The street never forgot it

 

[LE BARON]

America's participation in World War II curtailed 1942 Cadillac production, which began October 1, 1941 and ended less than five months later in February. Total production reached only 16,511 units, roughly one quarter of the record 66,130 built in 1941. Starting March 1942, the Cadillac factory switched entirely to churning out engines and Hydra-Matic transmissions for tanks, plus airplane engine parts. This funeral car was built in that razor-thin window before the factory went to war.

The Flxible Company of Loudonville, Ohio began life in 1913 making motorcycle sidecars, transitioning to funeral cars and ambulances in 1924, primarily on Buick chassis but occasionally on Cadillac. The intentional misspelling of "Flxible" wasn't a typo; it was deliberate so the name could be trademarked. Of the 425 Series 75 commercial chassis Cadillac produced for 1942 on the elongated 163-inch wheelbase, Flxible used just three to build this body style, with its distinctive hand-carved wooden rear coachwork and chrome spear trim.

Beneath that long hood sat Cadillac's 346 cubic inch V8 producing 150 horsepower. Three built. One known to survive. Rarer than almost anything Cadillac ever made

 

[LE BARON]

Most folks see a cool spoiler on the back of a 1970 Javelin and think it is just a styling trick to sell cars to teenagers. They are completely wrong. This is the Mark Donohue Edition and that ducktail wing is a piece of serious racing equipment.

Mark Donohue was not just a driver for Roger Penske he was a legitimate mechanical engineer. In 1970 AMC was the ultimate underdog fighting Ford and Chevy in Trans Am racing. Donohue realized the Javelin had zero rear downforce at high speeds so he did not wait for a designer. He grabbed some clay and hand-formed the shape of this spoiler himself to keep the back tires on the pavement at 150 mph.

But here is the valuable part for the gearheads. To make this wing legal for the track NASCAR rules forced AMC to build a minimum of 2,500 units for the public. They ended up producing exactly 2,501 of these specials. It came with a functional Ram Air hood and a high-compression 360 or 390 V8 engine.

If you look closely at the right side of that massive rear wing you will see Mark Donohue's actual signature stamped into the metal. It is the only car in Detroit history where the aerodynamics were dictated by the man who actually had to risk his life driving it. While everyone else was buying Mustangs the smart money was on the engineer's car. Finding an original 1970 Donohue Javelin in Big Bad Blue today is like finding a signed rookie card in a pack of gum. It is pure racing soul disguised as a street car.

 

[LE BARON]

It was a two seater that shared its basic bones with the Corvette but the technology was far more advanced. Look at the roofline. Because the car was so low the designers had to invent roofettes. These are little panels that tilt up automatically when you open the door so you can get inside without knocking your hat off.

But the real valuable piece of trivia is inside the cockpit. If you sit in the driver seat you will notice the dashboard is empty. That is because the speedometer is actually located right in the center of the steering wheel hub. It used a tilt steering column decades before it became common.

Under that gold hood was a high compression 324 cubic inch Rocket V8 producing 275 horsepower. That made this car incredibly fast for its weight. You can see the DNA of the 1963 Split Window Corvette and the 1971 Boattail Riviera in these rear lines. It was a one of one masterpiece that proved Oldsmobile was the coolest brand in the building back in 1956.

 

[LE BARON]

Virgil Exner was the head designer and he absolutely refused to follow the crowd. By 1961 the rest of the auto industry was smoothing out their designs and tucking their headlights neatly into the fenders. Exner went the complete opposite direction. He pulled the headlights completely out of the body and mounted them in free standing chrome pods. It looks like a classic 1930s luxury carriage mixed with a science fiction spacecraft.

But the greatest legend about this specific car hides underneath the sheet metal.

While all the other Chrysler products switched over to modern unibody construction the Imperial kept a massive heavy duty perimeter frame. That frame was so incredibly thick and indestructible that local dirt track promoters actually banned Imperials from competing in demolition derbies. They literally hit too hard and never broke.

Inside the cabin you steered this 5,000 pound land yacht with a bizarre square steering wheel and shifted the gears by pushing mechanical buttons on the dashboard. Power came from a massive 413 cubic inch Wedge V8 producing 350 horsepower. They only built exactly 429 of these Crown convertibles in 1961. Finding a survivor today with those massive freestanding tailfins completely intact is a true piece of automotive treasure.

 

[LE BARON]

The International Race of Champions was one of the most brilliant concepts in motorsport: take the world's best drivers from every discipline, put them all in identically prepared cars, and find out once and for all who is actually the fastest. Porsche had supplied the race cars for several years before Chevrolet took over the contract in 1985, building specially prepared Z28s for the series. Putting those same four letters on a street car was the most natural marketing decision Chevrolet ever made.

The IROC-Z package added Delco-Bilstein shocks, larger swaybars, a special steering brace, lowered ride height, and a set of 16x8 inch five-spoke aluminum wheels wrapped in BF Goodrich Gatorback unidirectional tires, the same tire specification used on the Corvette. 1985 was the first year Chevrolet had ever offered anything larger than a 15-inch wheel on a Camaro, making this one of the earliest uses of 16-inch wheels on a mass production American car. Three engine options were available, topped by the 305 cubic inch L69 High Output V8 at 190 horsepower, though fewer than 2,500 IROC-Z models were built with that engine.

Starting in 1987, Chevrolet dropped the Z28 name entirely, and every high-performance Camaro was simply called the IROC-Z through 1990, when the racing series switched to Dodge Daytonas and Chevy lost the rights to the name. The Z28 badge came back in 1991. The IROC never did

 

[LE BARON]

By 1954, demand for V8 engines had grown to fully half the new car market, and Chevrolet's general manager publicly warned GM's Engineering Policy Committee that the division had become dangerously six-cylinder minded. Ford had already beaten them to an overhead-valve V8 by a full model year. Even Studebaker had one.

Ed Cole was tasked with designing a lightweight, affordable V8 from scratch, and what he produced was the 265 cubic inch small block, one of the most consequential engines in American automotive history. In standard form it made 162 horsepower, and 180 with the optional Power Pack four-barrel carburetor and dual exhausts, developed with Zora Arkus-Duntov. Cole also completely redesigned the chassis, moving to Hotchkiss open driveshaft, a Salisbury-type rear axle, ball-joint front suspension, and a tubular frame, all in the name of weight reduction.

Chevrolet's ad men called it "The Hot One," and the public agreed entirely. The 1955 Bel Air was the moment Chevrolet stopped chasing Ford and started leading. That 265 small block not only transformed the Bel Air, it also rescued the struggling Corvette program in the same stroke. The engine remained in continuous production until 2003. 48 years from a car that almost never happened

 

[1st Vette]

By 1954, demand for V8 engines had grown to fully half the new car market, and Chevrolet's general manager publicly warned GM's Engineering Policy Committee that the division had become dangerously six-cylinder minded. Ford had already beaten them to an overhead-valve V8 by a full model year. Even Studebaker had one.

Ed Cole was tasked with designing a lightweight, affordable V8 from scratch, and what he produced was the 265 cubic inch small block, one of the most consequential engines in American automotive history. In standard form it made 162 horsepower, and 180 with the optional Power Pack four-barrel carburetor and dual exhausts, developed with Zora Arkus-Duntov. Cole also completely redesigned the chassis, moving to Hotchkiss open driveshaft, a Salisbury-type rear axle, ball-joint front suspension, and a tubular frame, all in the name of weight reduction.

Chevrolet's ad men called it "The Hot One," and the public agreed entirely. The 1955 Bel Air was the moment Chevrolet stopped chasing Ford and started leading. That 265 small block not only transformed the Bel Air, it also rescued the struggling Corvette program in the same stroke. The engine remained in continuous production until 2003. 48 years from a car that almost never happened
View attachment 140341

I would take a 55 or 56 before a 57 if I could afford either one. They have gotten stupid expensive over the past few years. Always liked those units especially with a big block and preferably an M22 . Tasty .

 

[LE BARON]

Meet the legendary 1969 Chevrolet Corvette L89 Coupe!

While normal gearheads were settling for standard V8 engines, absolute madmen were checking the insanely expensive L89 option box on the dealer sheet!

Underneath that aggressive stinger hood lurked a monstrous 427 cubic-inch Tri-Power V8, force-fed by 3 massive Holley carburetors! On paper, it was officially rated at 435 horsepower, but everyone knew Chevy was completely lying to keep the insurance companies happy!

But here is the real SECRET WEAPON! The L89 option swapped out the heavy cast-iron parts for specialized, high-flowing aluminum cylinder heads. This brilliant engineering move shaved nearly 100 pounds right off the front nose of the car!

This gave you the tire-shredding, brute force of a massive big-block, combined with the crisp, razor-sharp handling of a lightweight small-block! It was literally the ultimate street-legal track weapon!

Because this performance package cost an absolute fortune, only 390 of these aluminum-headed killers were ever built in 1969 out of almost 39,000 Corvettes!

Today, finding 1 of these Cortez Silver survivors is incredibly RARE. This isn't just a classic car; it is a legendary American supercar!

 

[1st Vette]

 

[Dave91TM]

Virgil Exner was the head designer and he absolutely refused to follow the crowd. By 1961 the rest of the auto industry was smoothing out their designs and tucking their headlights neatly into the fenders. Exner went the complete opposite direction. He pulled the headlights completely out of the body and mounted them in free standing chrome pods. It looks like a classic 1930s luxury carriage mixed with a science fiction spacecraft.

But the greatest legend about this specific car hides underneath the sheet metal.

While all the other Chrysler products switched over to modern unibody construction the Imperial kept a massive heavy duty perimeter frame. That frame was so incredibly thick and indestructible that local dirt track promoters actually banned Imperials from competing in demolition derbies. They literally hit too hard and never broke.

Inside the cabin you steered this 5,000 pound land yacht with a bizarre square steering wheel and shifted the gears by pushing mechanical buttons on the dashboard. Power came from a massive 413 cubic inch Wedge V8 producing 350 horsepower. They only built exactly 429 of these Crown convertibles in 1961. Finding a survivor today with those massive freestanding tailfins completely intact is a true piece of automotive treasure.

View attachment 140337

I'm surprised there were 429 people that thought it looked good. Just my opinion.

 

[1st Vette]

I'm surprised there were 429 people that thought it looked good. Just my opinion.

Yup UAF ..........

 

[LE BARON]

The 1968 Pontiac GTO introduced a completely redesigned body that gave the original muscle car a more aggressive and athletic appearance. With its sculpted lines, hidden-headlight option, and signature Endura front bumper, it instantly became one of the most recognizable performance cars of the era.

Powered by Pontiac’s legendary 400 cubic inch V8, including the high-performance Ram Air versions, the ’68 GTO delivered massive torque and unmistakable street presence. Bold, powerful, and historically significant, it remains one of the greatest muscle cars ever built.

 

[LE BARON]

The 1935 Ford 3-Window Coupe is one of the most legendary hot rod foundations ever created. Its compact body, flowing fenders, and chopped-roof potential made it a favorite among builders looking for the perfect blend of style and performance.

Originally powered by Ford’s flathead V8, the ’35 Coupe helped shape early American performance culture and became an icon of the custom car scene. Timeless, aggressive, and endlessly customizable, it remains one of the most respected classics in hot rod history.

 

[LE BARON]

The 1970 Dodge Challenger R/T stands as one of the most iconic muscle cars of the golden era. With its long hood, wide E-body stance, and aggressive styling, it delivered unmistakable Mopar attitude from every angle.

Available with legendary engines like the 383 Magnum, 440 Six Pack, and the mighty 426 HEMI, the Challenger R/T offered brutal acceleration and unforgettable V8 sound. Bold, powerful, and timeless, the ’70 Challenger R/T remains the ultimate symbol of classic American muscle.

 

[LE BARON]

Chevy just rewrote the history books. The upcoming 2027 Corvette is officially packing the all-new LS6, and it’s dropping numbers that have the entire automotive world shaking. We are talking about more torque than any factory naturally aspirated V8 in history.

No turbos. No superchargers. No hybrid assist. Just pure, unadulterated American displacement engineered to absolute perfection.

For the purists who thought the high-revving, naturally aspirated era was dead—Chevy just gave us the ultimate masterpiece. This isn't just a car; it's a love letter to internal combustion.

 

[LE BARON]

The Corvette C8 marked one of the biggest turning points in American performance history. For decades, the Corvette stayed loyal to its front-engine layout—simple, brutal, and unmistakably American.

But with the mid-engine C8, everything changed.
Now positioned closer to Ferrari and McLaren territory than ever before, GM’s bold move unlocked sharper handling, better balance, and true supercar proportions. Some call it the smartest evolution the Corvette has ever made.

Others see it differently—arguing that moving the engine behind the driver means the Corvette is slowly drifting away from its original Stingray identity.

So the real question is this:

Did GM finally build a Ferrari fighter… or quietly redefine what a Corvette is supposed to be

 

[LE BARON]

Muscle Car Icons: Second Generation Oldsmobile 442

The Oldsmobile 442 (4-barrel carburetor, 4-speed manual, dual exhaust) is a truly spectacular car.

Produced from 1968 to 1972, this beast roared through the streets with power and style.

Quick Fun Facts:

Production Locations: Manufactured in Lansing, Michigan, and several other U.S. locations including Arlington, Texas, and Framingham, Massachusetts.

Engine Options: Offered with a 455 cu in (7.5 L) V8 and a 400 cu in (6.6 L) V8.

Performance: Car Life tested the 1968 model, clocking 0-60 mph in 7.0 seconds and a quarter-mile in 15.13 seconds at 92 mph.

Distinct Look: The 1968 model featured bronze–copper engines and unique rear bumpers with exhaust cutouts.

Hurst/Olds Collaboration: In 1968, Oldsmobile partnered with Hurst, creating a limited run of 515 Hurst/Olds with significant mechanical and cosmetic enhancements.

Top Speed: The 1968 model reached a top speed of 115 mph (in the quarter).

1970 Pinnacle: The 1970 model boasted a 455 V8 engine with 365 hp and was the official pace car at the Indianapolis 500.

1971 Changes: Minor modifications included a lower compression ratio engine due to emissions standards, resulting in a 350 hp rating for the W-30.

1972 Decline: By 1972, the 442 became more of an appearance package due to rising insurance rates and stricter emissions standards.

Special Editions: The 1972 Hurst/Olds paced the Indianapolis 500, showcasing the 442's enduring appeal.