Latest news with #GTO
Car and Driver
4 days ago
- Automotive
- Car and Driver
GOAT vs. Goat
The Irreverence: Fun, Provocative, Daring, and Never Boring There's a lot of lore around our GTO-versus-GTO test from 1964. Pitting a Pontiac against a Ferrari sent tweed caps spinning. It's healthy to challenge conventional wisdom and not get swept up in aggrandizing mythology. Seriousness and certainty are the enemies of creativity. GTO versus GTO also served as inspiration for pitting a 2025 Jeep Wrangler—a solid-axle, recirculating-ball-steering, body-on-frame horseshoe crab—against a 1968 Pontiac GTO. The experiment challenges testing director Dave VanderWerp's long-held theory that today's worst-handling vehicle is better than the venerated 1960s muscle car. Settling arguments is often the basis for story ideas, and one particular debate regarding the magnitude of vehicular progress over the past six decades seemed perfect to tackle on the occasion of our 70th anniversary. The question is this: Could the much-heralded, world-beating muscle cars of the 1960s keep up on a back-road blast with even the least coordinated vehicles on sale today? "It's hard to imagine anything worse than this dynamically," remarks executive editor K.C. Colwell after a plunge through our rough-and-tumble evaluation loop in rural Michigan in a 2025 Jeep Wrangler Rubicon 392. A vehicle, in fairness, whose extended ground clearance, solid front and rear axles, knobby 35-inch all-terrain tires, body-on-frame construction, and recirculating-ball steering are completely at odds with ripping down paved roads. Michael Simari | Car and Driver Yet its imprecision and 470-hp 6.4-liter Hemi V-8 make for a riotous and comedic duo. The dynamic rightness that allows for inhaling corners in today's best sports cars at two or three times their recommended speed earns deep admiration and respect, but it doesn't lead to uncontrollable belly laughing like sawing away at the helm of a Wrangler midcorner and realizing how far you can move the wheel and still have zero effect on the direction the car is pointed. Or laying into the throttle exiting a turn, the Hemi hoisting the Jeep's nose in the air while twisting the rear end like a shammy and screaming a deep-throated bellow all the while. Not since the 2006 Chevy Impala SS that sent V-8 power coursing through the front wheels has anything felt so overpowered or had so few chassis modifications to cope with the additional thrust. Cars today are too sophisticated, too buttoned up, too serious. Although a Wrangler with the base 285-hp V-6 would be a closer accelerative equal to the 1960s brutes, we went V-8 anyway. After all, the Wrangler 392, and the willingness of buyers to fork over more than $100,000 to buy one, demonstrates the continued brilliance of the idea of stuffing a big engine into a small car (or truck). It's kind of surprising such an inspired formula didn't emerge earlier, before bubbling out of John Z. DeLorean's team—yes, that DeLorean—at Pontiac in the 1960s. Well, the idea was the easy part. In what could in hindsight be recognized as the start of a pattern of deception, DeLorean first sold dealers on the idea of turning the Tempest coupe into the high-powered GTO in order to force it through the bureaucracy of General Motors, which, at the time, forbade the unbridled awesomeness of such a large engine in a relatively small car. Michael Simari | Car and Driver Naturally, we wanted a Pontiac GTO for this story, given our history with the nameplate, which began with a March 1964 cover depicting that first Pontiac GTO chasing its namesake Ferrari. Although we never actually got those two GTOs together for that GTO-versus-GTO story—nor did we claim to—the mere suggestion took on a life of its own. But we concluded with what today would be categorized as a serious hot take: "What does surprise us is that we found the Tempest GTO a better car, in some respects, than most current production Ferraris." As is still a regular occurrence today, outraged responses from our readers followed quickly. Our GTO this time around came by way of our managing road test editor, Becca Hackett, whose father has owned this second-generation 1968 convertible for 23 years. This one is powered by a 455-cubic-inch (7.5-liter) monster of a V-8 that was donated from a 1971 Catalina a year after Pontiac started offering this largest engine in the GTO. Michael Simari | Car and Driver It's rare that a 6.4-liter Hemi feels down on torque, but that's the case when the comparison point is Pontiac's beastly 455. We totally understand how our predecessors 61 years ago would fall for this engine and positive-action four-speed manual. Well, it wasn't exactly this engine—and in fact, in that '64 story, they didn't know which engine it was either. We were told the 1964 GTO was powered by the 389-cubic-inch (6.4-liter) V-8, lightly warmed over by Royal Pontiac of Royal Oak, Michigan. But Jim Wangers, chief of Pontiac's advertising agency, fessed up years later in his memoir that the car was a lightweighted cheater powered by a hopped-up 421. It probably wasn't the first time someone pulled one over on us, and it certainly wasn't the last. So it's no wonder the 13.1-second quarter-mile time we recorded in 1964—identical to today's Jeep Wrangler 392's—grew to 15.1 seconds when we tested a legit production 1964 GTO powered by a 389 V-8 20 years later. Michael Simari | Car and Driver Michael Simari | Car and Driver This GTO's gargantuan V-8 revs surprisingly quickly, considering the displacement and technology. The optimum launch point with this 3.55:1 axle ratio is only about 600 rpm above the 455's throbbing 1200-rpm idle—any higher leads to instant wheelspin. With this much torque, is it even physically possible to stall this engine? You ride a light roasting of the rear tires all the way up through first gear and then get a healthy squawk with a quick shift into second and again into third. A gorilla beating its chest doesn't exude the muscularity of the GTO's enveloping low-pitched roar. It's not a revver, as the maximum recommended speed is 5100 rpm, a point by which it's thoroughly out of breath anyway. You're in fourth before you reach the quarter-mile, which we hit in 15.2 seconds at 93 mph. But both the quarter-mile and the 6.5-second 60-mph time would improve dramatically if more modern, sticky tires than these all-season BFGoodrich Radial T/As were available in these classic sizes. With four-wheel launch traction and gobs more power, the Jeep chirps its front tires on the way to a 4.2-second run to 60 mph. Its straight-line win is no surprise. What is remarkable is that the GTO nearly keeps pace in the 50-to-70-mph passing test, even without the benefit of a downshift. Also, considering that the cars' build dates are many decades apart, it's uncanny how similar the magnitude of slop in their recirculating-ball steering is, as is the level of shake in their body-on-frame structures. But you feel the Jeep's elevated ride height, which imparts far more head toss. Steering feel apparently had yet to be invented in the 1960s, and the GTO's helm is absolutely and completely devoid of anything approaching feedback. Even when the tires start squealing, there's zero change in the steering effort. Michael Simari | Car and Driver By 1968, GTOs were available with front discs, and the Pontiac's brakes feel way better on the road than we expected. In our 70-mph braking test, we stood on them as hard as we could without causing lockup, which is why the 307-foot stopping distance isn't any better. What does 60 years of evolution get you? Other than modern features, conveniences, and electronics, the overarching difference with the newer Jeep is isolation. Not from the road; the GTO has that part handled. But you feel its engine constantly thrumming in your backside, and wind noise drowns out conversations. We thought 73 decibels at 70 mph was loud in the Wrangler, with its optional power-operated Sky Top—a hard top with a fabric section in the center that slides open like a sunroof. But the GTO, with an 82-decibel racket, has so much wind noise that you wonder if the top is up or down (although this example may not represent factory-grade sealing). Michael Simari | Car and Driver The Wrangler also keeps the V-8's thermal excesses from reaching the cabin. In the GTO, heat pours out from between the shift boot and the lever, and it feels like the driver's seat might be part of the cooling circuit. It makes you wonder how much of the combusted fuel is actually going toward propulsion, which is a good question. The engine was rated at 325 horsepower in its day (that was an SAE-gross figure), but the number dropped to 250 horses in 1972, when Pontiac started reporting net horsepower figures. Jump off the gas in the Wrangler, and a computer controls the rate at which the throttle plate closes to smooth out anything unbecoming, whereas you're in complete control of the GTO's mechanical linkage. The Jeep's exhaust note gets flatulent in its loud mode, when the engine puts four cylinders to sleep to improve efficiency, another modern "convenience." The Jeep's Hemi did eke out a fuel-economy win—12 mpg to the GTO's 11—which is impressive, considering it makes 88 percent more power and is propelling over 1600 more pounds. We suppose that's what comes with 55 years of pushrod-engine development, although the Jeep also has twice as many gear ratios in its transmission. Michael Simari | Car and Driver Neck protection was a thing of the future in 1968, a time when driver distraction was primarily the vehicle's doing (the noise, the heat, the imprecise steering and handling, the weak brakes). Despite the GTO's relative and genuine light weight compared to modern cars—although it's more than a foot longer, it weighs roughly the same as a rear-wheel-drive BMW M340i—every touchpoint, from the way the doors slam to the shift lever, has a fantastic, high-quality heft to it. But back to cutting up back roads. The Jeep takes a better, more reliable set in corners, and it feels like the level of grip at the onset of tire squeal is roughly double that of the GTO. Behind the Pontiac's long hood, every sweeping curve becomes a half-dozen or more mini corners, depending on what bumps are present and the camber or crown of the surface. Apply steering, wait for the car to respond, and be ready to correct, then correct some more. Sometimes you can see the right side of the car shaking over a sequence of bumps that you don't really feel in the driver's seat. It's like piloting multiple vehicles flying in close formation and not being totally sure which one you're controlling. Michael Simari | Car and Driver However, on the smooth skidpad, the GTO on modern tires is much friendlier. We found it relatively easy to hold it at the limit—the Pontiac handily outgripped the Jeep, 0.73 g to 0.68 g—and adding some throttle brings the rear end around slowly and controllably. That's good, because catching a tank slapper in the GTO is a low-probability event, even with steering that, at 2.8 turns lock to lock, is over twice as direct as the original GTO's. But to answer the question that brought us here: Although the Jeep Wrangler is comically bad in the tightest and twistiest sections, each and every time, no matter which of us was driving, it easily walked away from the GTO. According to the transitive property, that makes the Wrangler better than plenty of now-multimillion-dollar classic Ferraris. Specifications Specifications 2025 Jeep Wrangler Rubicon 392 Vehicle Type: front-engine, 4-wheel-drive, 5-passenger, 4-door convertible PRICE Base/As Tested: $101,990/$109,570 Options: Sky One-Touch power top, $3995; Mopar air compressor, $1995; Mopar heavy-duty full-flooring system, $995; Granite Crystal Metallic Clear paint, $595 ENGINE pushrod 16-valve V-8, iron block and aluminum heads, port fuel injection Displacement: 392 in3, 6417 cm3 Power: 470 hp @ 6000 rpm Torque: 470 lb-ft @ 4300 rpm TRANSMISSION 8-speed automatic CHASSIS Suspension, F/R: live axle/live axle Brakes, F/R: 13.0-in vented disc/13.8-in vented disc Tires: BFGoodrich All-Terrain T/A KO2 LT315/70R-17 113/110S M+S 3PMSF DIMENSIONS Wheelbase: 118.4 in Length: 192.5 in Width: 79.3 in Height: 75.5 in Passenger Volume, F/R: 54/50 ft3 Cargo Volume: 32 ft3 Curb Weight: 5465 lb C/D TEST RESULTS 60 mph: 4.2 sec 100 mph: 12.3 sec 1/4-Mile: 13.1 sec @ 102 mph Results above omit 1-ft rollout of 0.3 sec. Rolling Start, 5–60 mph: 5.1 sec Top Gear, 30–50 mph: 2.8 sec Top Gear, 50–70 mph: 3.5 sec Top Speed (gov ltd): 110 mph Braking, 70–0 mph: 206 ft Roadholding, 300-ft Skidpad: 0.68 g C/D FUEL ECONOMY 150-mi Trip: 12 mpg EPA FUEL ECONOMY Combined/City/Highway: 14/13/16 mpg -- 1968 Pontiac GTO convertible Vehicle Type: front-engine, rear-wheel-drive, 5-passenger, 2-door convertible PRICE Base/As Tested: $28,000*/$29,000* *Prices when new, adjusted for inflation to 2025 dollars ENGINE pushrod 16-valve V-8, iron block and heads, 2-barrel carburetor Displacement: 455 in3, 7455 cm3 Power: 250 hp @ 3600 rpm Torque: 375 lb-ft @ 2400 rpm TRANSMISSION 4-speed manual CHASSIS Suspension, F/R: control arms/live axle Brakes, F/R: 11.1-in vented disc/9.5-in drum Tires: BFGoodrich Radial T/A F: P235/60R-15 98S M+S R: P275/60R-15 107S M+S DIMENSIONS Wheelbase: 112.0 in Length: 200.7 in Width: 74.8 in Height: 53.4 in Passenger Volume, F/R: 55/32 ft3 Cargo Volume: 10 ft3 Curb Weight: 3812 lb C/D TEST RESULTS 60 mph: 6.5 sec 100 mph: 17.8 sec 1/4-Mile: 15.2 sec @ 93 mph Results above omit 1-ft rollout of 0.4 sec. Rolling Start, 5–60 mph: 6.7 sec Top Gear, 30–50 mph: 3.7 sec Top Gear, 50–70 mph: 3.8 sec Top Speed (C/D est): 116 mph Braking, 70–0 mph: 307 ft Roadholding, 300-ft Skidpad: 0.73 g C/D FUEL ECONOMY 150-mi Trip: 11 mpg EPA FUEL ECONOMY City/Highway: not/good mpg C/D TESTING EXPLAINED Dave VanderWerp Director, Vehicle Testing Dave VanderWerp has spent more than 20 years in the automotive industry, in varied roles from engineering to product consulting, and now leading Car and Driver's vehicle-testing efforts. Dave got his very lucky start at C/D by happening to submit an unsolicited resume at just the right time to land a part-time road warrior job when he was a student at the University of Michigan, where he immediately became enthralled with the world of automotive journalism.
The Age
6 days ago
- Business
- The Age
WA news LIVE: Man fights for life after freeway rollover; Fresh attempt to lure tradies
Latest posts Latest posts 9.23am Budget to boost tradie incentives The state government has committed $37.5 million in the upcoming WA budget to boost apprenticeships and training, and attract skilled tradies to the west. Loading This will include $25.2 million to expand the Group Training Organisation Wage Subsidy program. The GTO program helps building and construction employers cover the cost of employing an apprentice or trainee. This latest funding to the program unlocks places for an additional 225 apprentices or trainees. The investment will fund 150 places at 75 per cent subsidy and 75 places at 100 per cent. The government is also providing $12.3 million to extend successful programs such as the Build a Life in WA Incentive, which have so far lured 1019 skilled tradespeople to WA. The incentive provides up to $10,000 paid in two milestone payments. Treasurer Rita Saffioti will hand down the 2025-26 budget on Thursday. 9.22am Man fights for life after freeway rollover Major Crash detectives are investigating a car rollover in North Lake last night that left its male passenger fighting for life. About 11.30pm, a red Jeep Wrangler was travelling northbound on the Kwinana Freeway, at the intersection of Roe Highway, when it veered off the road and rolled. Emergency services took the 32-year-old male passenger and 22-year-old driver to Royal Perth Hospital, the former with life-threatening injuries, the latter with minor injuries. Major Crash investigators are examining the scene and appealing for any witnesses to call Crime Stoppers on 1800 333 000 or report online. Anyone with dash-cam or phone footage relating to the crash is urged to upload it directly to investigators via this link. 9.22am Across the nation and around the world By Anthony Segaert Making headlines further afield today: Loading US President Donald Trump vetoed a plan by Israel to kill Iran's Supreme Leader Ayatollah Ali Khamenei, according to reports from AP and Reuters. Prime Minister Anthony Albanese is in the United States and will soon meet Trump to discuss tariffs and AUKUS. Israel's ambassador to Australia has delivered a veiled barb to Foreign Minister Penny Wong, who revealed she had phoned her Iranian counterpart urging restraint after Israel's strikes on Iran. Indonesian police have launched a manhunt in Bali for two masked men, suspected to be Australians, who could face the death penalty for a fatal shooting. In NSW, the state's transport authority has secretly warned of the heightened risk of failures on Sydney's rail network over the coming months. And in Victoria, half of the state's new building surveyors are using a loophole to bypass years of training and become qualified interstate. 9.19am Today's weather Cloudy and 21 today. 9.18am This morning in Perth By Good morning fellow West Australians, and welcome to the first live blog of the week. This morning, our contributor Mark Naglazas reports after taking a ride on the Morley-Ellebrook train line to see why it took out four gongs, including the top prize, at the state architecture awards on Friday night. And education reporter Holly Thompson reports on a group of Perth teens and their touching, gutsy quest to honour the memory of their friend, who died of cancer last year. And yesterday, in case you missed it, WA mining billionaire Andrew Forrest called for the United Nations to back a major overhaul of global fishing regulations and marine life protections following last week's international ocean summit.
Sydney Morning Herald
6 days ago
- Business
- Sydney Morning Herald
WA news LIVE: Man fights for life after freeway rollover; Fresh attempt to lure tradies
Latest posts Latest posts 9.23am Budget to boost tradie incentives The state government has committed $37.5 million in the upcoming WA budget to boost apprenticeships and training, and attract skilled tradies to the west. Loading This will include $25.2 million to expand the Group Training Organisation Wage Subsidy program. The GTO program helps building and construction employers cover the cost of employing an apprentice or trainee. This latest funding to the program unlocks places for an additional 225 apprentices or trainees. The investment will fund 150 places at 75 per cent subsidy and 75 places at 100 per cent. The government is also providing $12.3 million to extend successful programs such as the Build a Life in WA Incentive, which have so far lured 1019 skilled tradespeople to WA. The incentive provides up to $10,000 paid in two milestone payments. Treasurer Rita Saffioti will hand down the 2025-26 budget on Thursday. 9.22am Man fights for life after freeway rollover Major Crash detectives are investigating a car rollover in North Lake last night that left its male passenger fighting for life. About 11.30pm, a red Jeep Wrangler was travelling northbound on the Kwinana Freeway, at the intersection of Roe Highway, when it veered off the road and rolled. Emergency services took the 32-year-old male passenger and 22-year-old driver to Royal Perth Hospital, the former with life-threatening injuries, the latter with minor injuries. Major Crash investigators are examining the scene and appealing for any witnesses to call Crime Stoppers on 1800 333 000 or report online. Anyone with dash-cam or phone footage relating to the crash is urged to upload it directly to investigators via this link. 9.22am Across the nation and around the world By Anthony Segaert Making headlines further afield today: Loading US President Donald Trump vetoed a plan by Israel to kill Iran's Supreme Leader Ayatollah Ali Khamenei, according to reports from AP and Reuters. Prime Minister Anthony Albanese is in the United States and will soon meet Trump to discuss tariffs and AUKUS. Israel's ambassador to Australia has delivered a veiled barb to Foreign Minister Penny Wong, who revealed she had phoned her Iranian counterpart urging restraint after Israel's strikes on Iran. Indonesian police have launched a manhunt in Bali for two masked men, suspected to be Australians, who could face the death penalty for a fatal shooting. In NSW, the state's transport authority has secretly warned of the heightened risk of failures on Sydney's rail network over the coming months. And in Victoria, half of the state's new building surveyors are using a loophole to bypass years of training and become qualified interstate. 9.19am Today's weather Cloudy and 21 today. 9.18am This morning in Perth By Good morning fellow West Australians, and welcome to the first live blog of the week. This morning, our contributor Mark Naglazas reports after taking a ride on the Morley-Ellebrook train line to see why it took out four gongs, including the top prize, at the state architecture awards on Friday night. And education reporter Holly Thompson reports on a group of Perth teens and their touching, gutsy quest to honour the memory of their friend, who died of cancer last year. And yesterday, in case you missed it, WA mining billionaire Andrew Forrest called for the United Nations to back a major overhaul of global fishing regulations and marine life protections following last week's international ocean summit.
Forbes
12-06-2025
- Automotive
- Forbes
Test-Driving The ECD Automotive Design Series II Jaguar E-Type
Among the most gorgeous sports cars ever produced is the Jaguar E-Type convertible. Its sleek, slender figure has been a top inspiration in automotive design since its debut in 1961, and fully encompasses everything enthusiasts love about sports car driving. Today, acquiring and maintaining a pristine example requires an immense amount of devotion, and even then, its old-car driving experience may not live up to one's expectations for even occasional weekend duty. For those who want the experience of the original, yet with a host of modern luxury and performance upgrades, Florida-based ECD Automotive Design has them covered. I recently had the chance to take one of its Series II Jaguar E-Type-based GTO commissions for a spin around Malibu, California, and walked away simply mesmerized. Here's how this $599,000 creation is a sensational motoring experience. The first thing to know about ECD's GTO is, it's not entirely original. Scratch that, it's very unoriginal, but in the best way possible. The brand-new body is hand-formed by a small shop in the United Kingdom and then sent to the company's headquarters in Kissimmee, Florida. There, fresh subframes are fitted, as well as entirely new and upgraded suspension components, featuring Gaz adjustable dampers, sportier sway bars, Fossway multi-piston brake calipers with drilled and slotted rotors, and an adjustable coilover-type spring setup. The subframes themselves are actually based on the Series III E-Type generation due to their improved rigidity and durability. Finally, a quick-ratio new steering rack is bolted up to give it sharper, more responsive steering over anything originally fitted on an old Jag. This particular commission, dubbed the Connecticut commission by ECD, is sprayed in a gorgeously glossy metallic British Racing Green shade, because why would any discerning enthusiast select anything else? While many of ECD's builds feature a General Motors LT-based V8 engine and recalibrated 10-speed automatic gearbox, the Connecticut commission is special. An original Jaguar V12 was fitted, but not before being thoroughly rebuilt with every hot-rodded component available, including a billet stroker crankshaft, more aggressive camshafts, lightweight pistons, a good deal of porting and polishing done to the intake and exhaust ports, and modern fuel injection. The end result is a 6.8-liter masterpiece that produces 450 horsepower, and it isn't cheap: ticking the box for unit adds over $60,000 to the bill. Bolted up to its output shaft is a five-speed Tremec T5 gearbox, followed by a rebuilt and upgraded limited-slip differential from a Series III E-Type. Finally, it's kept cool with an upgraded aluminum radiator, and the exhaust system is entirely hand-built from port to plate. The remainder of the ECD GTO's finely crafted fare is what brings it up to its asking price. While exterior touches are scarce, the grille, lighting, headlight trim, and exterior handles all nicely complement the sleek body without impeding it. Inside, there's Lucente Hercules single-tone tan leather throughout, including on the GTO's comfortable (and heated) seating. A chic signature ECD center dash panel offers modern convenience yet styled in a manner that replicates the original Series I E-Type. Fine brass toggle switches, beautifully machined gauges, and a Series I-style push-button start up the opulence even further, and to contrast the rich warm tones, certain panels are painted in the same British Racing Green shade as the body. Before climbing into the GTO's Mazda Miata-sized stature, I'd had driving older sports cars on my mind, especially after piloting a '90s BMW M3 on track just a couple of days prior. This freshly re-imagined Jag is worlds apart from that old German brute, but was similar in the sense of feeling wonderfully light and responsive, and utilizing hydraulic fluid to power its steering. The massive V12 fired up instantly and idled down to an almost V8-muscle-car-like burble. Snicking its shifter into first gear felt wonderfully mechanical, and the clutch was quite forgiving, allowing for a smooth take-off onto Pacific Coast Highway. While the GTO's tiny dimensions didn't quite befit my tall stature, the seat was tremendously comfortable, and steering was light-yet-responsive. Ride quality was immensely good—it felt amply sporty, yet dealt with shoddy road features and undulations quite well. Finally, while steering feel was muted due to the system's period-correct steering box design, response and ratio were bang-on. Once the engine was warmed up and with enough empty pavement ahead of me, I downshifted to second gear, stomped on the throttle, and wound out the mighty 6.8-liter V12 to redline. In a word, it was heaven. The way this mechanical masterpiece confidently and linearly pulled up the rev band felt so good, and the accompanying, bass-filled howl was unlike anything I'd ever heard before. I've driven modern Aston Martins and Lamborghinis with 12 cylinders at their disposal, but this was different. Its beautiful wall of sound was truly something to behold, and, lucky me, I got to pass through a handful of tunnels on my way to my destination. Because its power came on so beautifully smooth and linear, 450 horses didn't feel in any way scary, despite the GTO's short wheelbase and featherlight curb weight. This thing had drivability and thrill—two traits that are often at odds in old sports car fare—in spades. Between its masterfully outfitted chassis, ravenous engine, gorgeous hand-formed body work, and top-tier interior, the ECD Auto Design Series II Jaguar E-Type GTO is a very special little sports car. After pouring over this example's many intricate details and taking it for a rip, I can confidently affirm that it's among the most unique sports car formulas ever that I've ever experienced, and will never cease to make its occupants grin as wide as its brawny engine's torque band.
Yahoo
06-06-2025
- Automotive
- Yahoo
Before Muscle Had a Name: These Classic V8s Wrote the First Chapter
It's generally agreed upon that the 1964 Pontiac GTO was the car that popularized the muscle car segment, but there were other muscle cars before it. Some say the 1949 Oldsmobile 88 was the first muscle car, and Hagerty says Jim Wangers, the man who turned the GTO into a superstar, wrote in his memoir that Chrysler built the first muscle cars. It doesn't really matter who was first: the point is that there were multiple American cars with powerful V8s long before the GTO came along. Let's look at some of the best. Obviously, we needed to focus on models produced before the 1964 Pontiac GTO. By using reputable automotive publications such as Hagerty, Hot Rod, MotorTrend, and Autoevolution, we identified classic cars that combine powerful V8 engines with performance-oriented features. These sources provided detailed specifications and historical context of pre-GTO performance cars, helping us understand how they contributed to the evolution of muscle cars. Not all the cars here are muscle cars in the traditional sense, i.e., two-door midsize models, but they were still a huge part of what was to come in the mid-1960s. The Oldsmobile Rocket 88 is often considered the first muscle car, and it's easy to understand why. Autoevolution reports that Oldsmobile built it to attract younger buyers, so they gave the lightweight midsized car a 303 V8 engine with a two-barrel carb, resulting in a respectable 135 hp and 253 lb-ft of torque. With that kind of power, the 2-door 88 would launch to 60 mph in 13 seconds and continued going until it hit its 97 mph top speed. It went on to dominate the NASCAR circuits, and people bought it in droves. Not everyone agrees that the Rocket 88 was the first muscle car! Some will say the honor should go to the 1955 Chrysler C-300, the first of the brand's letter series models. According to Curbside Classic, its name comes from the fact that its Fireflite 331 Hemi V8 produced a whopping 300 hp — even the Corvette with the small-block V8 only had 195 hp at the time. In 1955, the Chrysler C-300 was the most powerful American car money could buy, and it went on to completely dominate NASCAR that year. It would sprint from 0 to 60 mph in just 9.8 seconds, had a 130 mph top speed, and in the following years, it would only get more powerful. IndieAuto reports that the Hawk was the 1950s equivalent of a mid-sized car, and weighing in at 3,360 lbs, the V8-equipped, top-of-the-line Golden Hawk was lightweight for a car from this era. Under the hood, the Golden Hawk had a Packard 352 V8 producing 275 hp, giving it the best power-to-weight ratio of any mass-produced American car at the time. The big V8 was found to be overwhelming for the light cars, leading to mixed reviews, and MotorTrend said the tires struggled to find grip. Still, once the tires did dig in, the Studebaker Golden Hawk would reach a top speed of 120 mph. AMC didn't have the money or manpower of the Big Three, but they did have bucket loads of chutzpah and certainly deserve some credit for putting muscle cars on the map. One such car was the 1957 AMC Rebel. Packing a 255-hp 327 V8 into a midsize body, the 1957 Rebel was a formidable performer. According to Curbside Classic, it blew away the competition at the Daytona Speed Trials, proving itself as the quickest production sedan there. According to Automobile Catalog, Plymouth introduced the Fury V-800 in 1957. Unlike the other Chrysler divisions, they chose not to use a Hemi engine; instead, they opted for a 318 engine featuring a polyspherical cylinder head, as referred to by Chrysler. Still, in the Fury V-800, this mill pumped out 290 hp, making it plenty quick. The Plymouth Fury also received new styling for this year, and while it was available in different body styles, none looked as good as the big-finned, two-door version with a gold spear on its flanks. Autoevolution reports that 1957 marks the first year Chevrolet offered fuel injection on a car that wasn't the Corvette, and that honor went to the stylish Bel Air. Under the hood, it still has the Rochester Ramjet 283 mill, but it now featured a continuous flow fuel-injection system, showcasing advanced technology for the time. Whereas the standard 283 had a four-barrel carb and mustered around 220 hp, Audrain Auto Museum claims the Fuelie version produced a very respectable 283 hp. This luxury cruiser wasn't just about chrome and tailfins! The Adventurer was fast, flashy, and exclusive, giving DeSoto a halo car that could go toe-to-toe with the best from Chrysler and Dodge. One of the things that made it so good was found under the hood. As reported by Autoevolution, the DeSoto Adventurer packed a 345ci Hemi V8 with dual four-barrel carburetors, resulting in a whopping 345 hp. It was one of the first production cars to achieve one horsepower per cubic inch. All this power was sent to the rear via a three-speed automatic transmission. Today, the Adventurer is often overlooked, but it was a beast in its time. Granted, the Ford Thunderbird wasn't a muscle car; it was a "personal luxury car," but in 1958, it did receive a rear seat, and up front, it was certainly packing a punch. MotorTrend was so pleased with its stylish looks, cavernous interior (for its size), and excellent performance, they made it their Car of the Year. Speaking of performance, a 352 V8 pumped out 300 hp, and the following year, Ford even offered it with a 430 unit housing 350 wild stallions. In 1958, Dodge offered the D-500 high-performance engine option for all its models and body styles. This was Dodge's answer to the horsepower wars. As per Mecum, with the Super D-500 option box ticked, the 1958 Dodge was fitted with a 345ci V8 with dual four-barrel carbs, pushing 320+ hp. With upgraded suspension and brakes, the D-500 was more than just a straight-line machine, it could go around corners, too. A rare factory hot rod that hinted at the muscle cars to come. With all its straight lines and big fins, the 1959 Pontiac Bonneville certainly looks like a product of its era. Autoevolution reports that this full-sized behemoth was available in both coupe and convertible form for those wanting sportier looks, and a 4-door and wagon if practicality was prioritized. Under the hood, the Bonneville had a 389 V8 available with varying degrees of power depending on carburation, ranging from 215 to 345 hp. It also had a wide-track design to improve handling, and a limited-slip diff was available as an option. As reported by Autoevolution, the 1961 model year marked the debut of the third-generation Chevy Impala. Chevrolet also offered a performance package for its full-size model, which was a first for an affordable 1960s car. This Super Sport, or SS, package included chassis reinforcements, heavy-duty springs, and upgraded drum brakes. It had a four-barrel 348 V8 with 305 hp as standard, as well as an optional four-barrel version with 340 hp or a tri-power with 350 hp. Those looking for maximum performance would opt for the brand-new 409 unit with 360 ponies. The 1961 Starliner was a sleek two-door hardtop model with a fastback roofline, built to slice through the air as one of Ford's NASCAR racers. Hot Rod reports that, at the time, the Starliner 390 was the only Ford that could be ordered with an optional performance package. That package included the 390 big-block with 10.5:1 compression, a solid lifter camshaft, a special heavy-duty block, and magnafluxed crank, pistons, and connecting rods, for a total of 357 hp. Ford didn't end things there, though. Buyers could also opt for a tri-power setup, pushing the power to 401 hp. The icing on the cake? It could only be had with a four-speed manual transmission. According to Autoevolution, Pontiac's management decided to build a race car that qualified as a "stock" model for both NASCAR and NHRA racing — the Catalina Super Duty. On the outside, there wasn't much that separated it from the standard model, but looks can be deceiving. The Pontiac Catalina Super Duty was a proper race car with an aluminum front clip and drilled frame rails to reduce weight. Pop the hood, and you'll be greeted by a 421 V8 engine pushing out 405 thoroughbred American ponies. It may have been a luxury icon, but according to AutoEvolution, the Continental packed a punch with its 430-cubic-inch V8 pumping out 300 horsepower. Sure, it certainly wasn't a drag racer, but it brought torque in spades and effortless cruising power. As an added bonus, those rear-hinged doors gave it serious street presence. The Lincoln Continental packed American muscle in a tuxedo, as it was as powerful as it was classy. As stated by Curbside Classic, the Dodge Max Wedge ruled the drag strip for a couple of years, until the 426 Hemi arrived in 1964. According to Volocars, Dodge only built 55 Dart 2-door Max Wedges in 1962, making it excruciatingly rare. Seeing as Dodge built it specifically for those who wanted to go racing, it's no surprise that it packs a serious punch. While it was never a big seller, it's fair to say that the Dart Max Wedge 413 is one of the models that ushered in the 400+ hp muscle car era. Dodge wasn't the only company under the Chrysler umbrella to use the Max Wedge mill. Plymouth installed it in its mid-sized Fury model, and like the Dodge, it was a factory racer built for straight-line speed. HotRod says that, unlike the Pontiac GTO, the Max Wedge cars, while technically road-legal, were sold with the understanding that they were strictly for competition use, although many were still used on public roads. The 1962 Chevrolet Impala is one of the most popular American classics. Autoevolution reports that this was the year it received a convertible-style roof, making it an instant hit. However, we're more interested in what's hiding under the hood. A new 327 small-block was brought in to replace the 4-barrel 283, but more importantly, buyers could now spec their Impala with a massive 409 V8, producing either 380 or 409 hp, depending on the carb. Chevy also built a Lightweight model that shed 125 pounds, and thanks to dual four-barrel carburetors, new cylinder heads and pistons, its 409 V8 engine was officially rated at 425 hp. According to Hemmings, Henry Ford II was determined to build something that would dominate the competition, and the answer came in the form of the 427 V8. Of course, they just had to offer it in the full-size Galaxie flagship model. In R-Code spec, the 425 produced a whopping 425 hp, more than enough to send the big brute flying. In fact, the Galaxies secured a 1-2 finish at the 1963 Daytona 500 and even set Ford's first national record ever in NHRA Super Stock drag racing. Don't worry if you can't remember the Plymouth Savoy; most people have forgotten about it by now. But, there was one version that's worth remembering. We've mentioned the Max Wedge engine previously, but the one found under the '63 Savoy's hood turned everything up to 11. As reported by Autoevolution, when it was first introduced, the Max Wedge measured 413 cubic inches, but in 1963, it was increased to 426, the same as the famous Hemi unit that would make its debut the following year. In the Savoy, the Max Wedge produced 415 hp, and only 18 units are known to have been made. In 1963, the Impala was in its third generation, and Chevrolet introduced a high-performance version under what's known as Regular Production Option (RPO) Z11. The Impala Z11 was only available as a two-door hardtop, as it was based on the Sport Coupe version, and Car and Driver says it added nearly a third to the car's price. Under the hood, the Z11 had a 427 V8 that received multiple upgrades. The engine was based on the W-series 409 unit but had a longer stroke, a different compression ratio, a two-piece aluminum intake manifold, and dual Carter AFB carburetors. It produced 430 horsepower and 575 lb-ft of torque, making the Z11 a proper sleeper. Exterior-wise, it had aluminum body panels but not much else to hint that it was something special. The Riviera was GM's first entry into the personal luxury car market, and automotive journalists loved its sharp styling, luxurious interior, agile driving dynamics, and powerful V8 engine. As noted by Autoevolution, the Riviera name had previously been used as a trim level on the Buick Roadmaster and Super models. For 1963, the Riviera was a standalone model, and while it may have been more of a luxury car than all-out muscle, it was the perfect option for driving enthusiasts. Inside, it had bucket seats in the front and bucket-style seats in the back. Under the hood, it had a Nailhead V8 with 325 hp when it was launched, but a 425 V8 with 340 hp was made available a couple of months later. The Golden Hawk wasn't Studebaker's only performance model with a superhero-like name. In 1963, as the company neared its final days, it introduced the Super Lark. Studebaker basically took the Avanti's supercharged 289ci engine and shoehorned it into the rather boring Lark. With 290 hp, a lightweight body, a limited-slip diff, and front disc brakes, Street Muscle Mag says the Super Lark was nothing like the base model. As per How Stuff Works, Buick dusted off the Wildcat name from a series of one-off concepts from the '50s and introduced it in 1962 as a subseries of the Invicta, before the Wildcat became its own line in 1963. Under its hood was a Wildcat 455 V8, a 401-cubic-inch mill producing 325 hp, delivering impressive performance for its time. As noted by Motortrend, the Wildcat combined full-size comfort with spirited driving dynamics, making it a noteworthy precursor to the muscle car era. The 1963 Mercury Marauder, a full-size Mercury model, introduced a fastback roofline and the Marauder nameplate, which was initially a sub-model of the Monterey, Monterey Custom, and S-55 lines. It featured a variety of powerful FE V8 engines, including the 406, offered in 385 and 405 horsepower versions. While it looked conservative, the Marauder was a legitimate street and strip contender. It was also popular in NASCAR, proving its high-speed credibility as Parnelli Jones drove it to victory, as reported by How Stuff Works. Mercury later revived the Marauder name for a different, high-performance model in 2003. While the 1964 Pontiac GTO deserves endless credit for kickstarting the muscle car craze of the mid-'60s and early '70s, several models before it actually created the segment, even if they weren't called muscle cars. We've barely scraped the surface in this article, so if you feel some models were left out, let us know in the comments.
