1994-1996 Chevrolet Impala SS: General Motors' Only Muscle Car of the Decade—Not Sports Car—Muscle Car

  

Summary

1994–1996 Chevy Impala SS — a full-size sedan with true 1990s muscle-car attitude.

5.7L LT1 V8 producing 260 hp and 330 lb.-ft. of torque.

Rear-wheel drive, limited-slip differential, heavy-duty suspension, 12-inch disc brakes, and dual exhaust.

Comfortable enough for five, but capable of 0–60 mph in about 7 seconds.

The LT1 offered plenty of potential for aftermarket performance upgrades.

Only 69,758 were produced, making clean, original examples increasingly desirable.

A big, comfortable American cruiser with legitimate muscle-car DNA.

The Big and Bold

These beautiful 94-96 Chevrolet Impala SS sport sedans weren't in production for long, but they did make a big impact in the Chevy lineup for a couple of years. What made this Caprice in disguise such a success was the addition of a Corvette 5.7-liter LT1 V8 engine, along with a few other upgrades.

• 260 Horsepower and 330 lb.-ft. of Torque

• 4L60E Automatic Transmission

• 3.08 Tall Rear Gear with a Limited-Slip Differential

• Lowered Heavy-Duty Suspension from the Caprice Police Car Package

• Performance-Oriented Shocks w/Semi-Stiff Anti-Roll Bars

• 12-Inch Vented Disc Brakes

• 0-60 in 7.0 Seconds and 15.0-Second 1/4-Mile Time @ 92 MPH, Give or Take, with Plenty of Potential

Now, of course, that doesn't sound like much today, with V6 SUVs outperforming this big-bodied vehicle. But this 4,220-pound beast was considered pretty fast for its size 26 years ago.

The funny thing is, the decision to go with the Caprice/LT1/Impala combination came about because the original Caprice 4.6-liter engine was having a hard time meeting emission standards. The LT1 engine that was placed in the Corvette, Camaro, and Pontiac sports cars was doing fine passing emissions and smog regulations, and that's why it got the duty of lugging the Impala SS around.

Potential For More Power 

Dropping the 4.6-liter and moving to the LT1 made the Impala SS even more like a muscle car. Since there wasn't a lot you could do in terms of upgrades to the 4.6-liter, the dud you got in the '93 and older Caprice was the dud you got. The LT1, on the other hand, offered plenty of room for upgrades.

If you could get an upgrade for a Corvette, Camaro, Firebird, or Trans Am, chances are you could get it for the Impala. This opened the door for easy upgrades, from cold-air induction and computer programmers to cams, heads, and nitrous. I'd go over all the upgrade options, but I figure you could use your imagination here.

Four-Door Competition

It was definitely faster than its American four-door competitors, i.e., the Ford Taurus SHO and the Pontiac Bonneville SSEi. Moreover, it was $65,800+ cheaper than the Mercedes-Benz S500 and could accelerate faster, handle better, and match the Benz in braking abilities, all while sounding like true American Muscle.

What The Impala SS Had Its Sports Car Companions Didn't 

That's easy: front bucket seats that made you feel like you were sitting on a sofa, a back seat where people—even those 6 feet tall and hefty—could sit comfortably, and a trunk you could neatly place a dead body in. 

The Impala's colors were limited. In 1994, you were only able to get one in Black, but the '95 and '96 models brought about a Dark Cherry Red and a Dark Green color.

                        

There were also a few other differences about the 1994 Impala SS. There was a digital dashboard with no tachometer and a column shifter. When Chevrolet noticed the consumer's want for this vehicle in the muscle car capacity, they added in an analog dashboard with a tach and a floor shifter to add to the muscle car feel. 

For all three years, the exterior sported special 17-inch 5-spoke rims wrapped in large 255/50R-17 tires. A nice-sounding dual-exhaust system was added, along with a rear spoiler and deleted Caprice chrome. The stance, the sound, the power, and the name alone—Impala SS—made this disguised Caprice no longer a car you would expect a 90-year-old church-going lady to drive. 

Taking One For A Ride

I've taken a few for a ride here and there while working at a dealership. They're not that fast, but one thing they are is a little surprising. You just don't think a '94-'96 Caprice with special SS Impala badges is going to offer you so much.

The Impala gives you more than enough throttle response to get the big, long sedan into the passing zone and go. It also gives you plenty of comfort, from the legroom and headroom to the soft suspension that performs well but still gives you a ride that reminds you of your grandpa's unmolested Lincoln.

And no, there is no media center, cell phone connectivity, or sophisticated driver-assist safety functions that allow you to disregard paying attention to the road. These Impala SS big-bodies are true cruising cars. A car that you can shine up, hit the road, listen to the mufflers hum, and get a few looks of envy from drivers in their cookie-cutter trucks and crossovers.

Purchasing a 94-96 Impala SS

With 69,758 Impala SS sport sedans produced between '94 and '96, they are not the rarest cars in the world. But a lot of them are stored away in garages as their value goes up. If you're looking to purchase one of these modern Impala SS muscle cars, your best option is to look for one that has low miles and has little to no upgrades.

Some of these cars have been heavily modified, and some have been around the block a time or two.

Look for rust in the usual places, signs of years of abuse, aftermarket-hacked stereo systems and suspension components, and beat-up interiors. Some of these cars may still have potential, but it would depend on how much money you want to put into them.

There are still plenty of good ones out there that have been well taken care of and can offer you a fun and cool multi-purpose Hot Rod!.

   

1967 Camaro: The Cornerstone To The Muscle Car Era

 

Summary

Born to compete: The 1967 Chevrolet Camaro debuted as Chevrolet’s answer to the wildly successful Ford Mustang.

Built for customization: Buyers could choose from multiple engines, body styles, colors, interiors, and performance options.

Plenty of power: Engine choices ranged from economical inline-sixes to powerful V8s, including the legendary SS 396.

Performance icon: The Z/28 was created for Trans-Am racing and helped establish the Camaro’s racing credentials.

Style mattered: Bold colors, vinyl tops, racing stripes, Rally wheels, and other options made the Camaro highly customizable.

Muscle car legend: The Camaro became an important part of the 1960s muscle car era alongside cars like the Dodge Charger and Plymouth Barracuda.

Still valuable today: Original SS and Z/28 models, especially well-documented examples, can command high prices, with some reaching six figures.

Bottom line: The 1967 Camaro didn’t just compete with the Mustang—it helped create the legendary Camaro legacy that continues today.

Its Beginnings

The Chevrolet Camaro was introduced on September 26, 1966, as Chevrolet’s bold new entry into the rapidly growing “pony car” market. Built on the new F-body platform, the Camaro shared some engineering with the Pontiac Firebird but quickly established its own personality—sporty, aggressive, and highly customizable.

Offered as both a Sport Coupe and a Convertible, the 1967 Camaro was designed to appeal to a wide audience. From economical six-cylinder commuters to pavement-pounding V8 street machines, Chevrolet gave buyers the freedom to build a car that fit their style and budget. That flexibility became one of the Camaro’s greatest strengths from day one.

The Reason for Starting the Program

The Camaro program was launched for one primary reason: competition. In 1964, the Ford Mustang changed the automotive landscape almost overnight. Its runaway success caught General Motors off guard and created a new segment of affordable, sporty cars.

Chevrolet needed a direct rival—and quickly. The Camaro was developed to compete head-to-head with the Mustang in performance, styling, and price. But Chevrolet didn’t just want to match Ford; they wanted to outdo them. By offering more engine choices, more performance packages, and more personalization options, the Camaro positioned itself as the enthusiast’s pony car.

Color Options

One of the 1967 Camaro’s standout features was its vibrant and diverse color palette. Buyers could choose from bold hues that reflected the energy of the late ’60s, including:

• Bolero Red
• Marina Blue
• Butternut Yellow
• Ermine White
• Tuxedo Black
• Tahoe Turquoise
  
  

For those wanting even more flair, optional vinyl tops and racing stripes added another layer of customization. Chevrolet understood that image mattered just as much as horsepower, and the wide array of factory colors helped cement the Camaro’s identity as a car that could be as subtle—or as loud—as its owner desired.

Camaro Performance Options for That Year

Performance is where the 1967 Camaro truly shined. Buyers could select from a range of engines, starting with an economical inline-six and progressing to small-block and big-block V8s.

Engine choices included:

• 230 cubic-inch inline-six
• 250 cubic-inch inline-six
• 327 cubic-inch V8
• 350 cubic-inch V8 (in the new SS 350)
• 396 cubic-inch big-block V8 (in the SS 396)
  
  

The Chevrolet Camaro SS brought upgraded suspension, power brakes, and distinct trim. For hardcore racers, the factory-built Chevrolet Camaro Z/28 was introduced for Trans-Am homologation, featuring a high-revving 302 cubic-inch V8 and track-focused suspension tuning.

With available four-speed manual transmissions, heavy-duty components, and performance rear axle ratios, the 1967 Camaro wasn’t just stylish—it was a legitimate street and strip contender.

Miscellaneous Options

Beyond engines and colors, the 1967 Camaro offered an impressive list of optional equipment. Buyers could equip their cars with:

• Power steering
• Power brakes
• Air conditioning
• Deluxe interior packages
• Center console with gauges
• Rally wheels
• AM/FM radio
  
  

The level of personalization was remarkable for its time. Whether someone wanted a comfortable daily driver or a stripped-down performance machine, Chevrolet’s extensive options list made it possible.

The Importance to the Muscle Car Era

The 1967 Camaro arrived at the height of America’s horsepower wars. It quickly became one of the defining vehicles of the muscle car era, standing shoulder-to-shoulder with icons like the Dodge Charger and Plymouth Barracuda.

More importantly, the Camaro helped solidify Chevrolet’s performance image. It provided a direct pipeline from showroom to racetrack, especially with the Z/28’s Trans-Am racing success. The car’s combination of style, performance, and affordability made it accessible to young buyers hungry for speed.

In many ways, the 1967 Camaro didn’t just join the muscle car era—it helped define it.

Value Today

Today, the 1967 Camaro remains one of the most desirable classic American performance cars. Values vary widely depending on originality, options, and condition. Base six-cylinder coupes can still be attainable entry points into classic car ownership, while documented SS and Z/28 examples command significant premiums.

Matching-numbers big-block cars, factory Z/28s, and well-documented restorations can reach six-figure territory. Even restomods built on 1967 shells are highly sought after due to the model’s timeless styling and strong aftermarket support.

Nearly six decades later, the 1967 Camaro continues to represent the birth of a legend—one born out of competition, refined through performance, and immortalized in muscle car history.

1963 Buick Riviera: The Birth of a Personal Luxury Icon

Summary

Born from competition: The 1963 Buick Riviera was created to challenge luxury coupes like the Ford Thunderbird while giving Buick a stylish new halo car.

A unique beginning: The Riviera started as a Cadillac concept called XP-715 before being handed to Buick for development.

Timeless design: Clean body lines, a long hood, short rear deck, frameless glass, and hidden headlights gave the Riviera a sleek and sophisticated look.

Sporty luxury: The interior combined comfortable materials and upscale appointments with bucket seats, driver-focused gauges, and a cockpit-inspired layout.

Nailhead power: Buick offered a 401ci Nailhead V8 with 325 horsepower, while the optional 425ci V8 produced up to 340 horsepower.

Smooth performance: Rear-wheel drive and Buick’s Twin Turbine Dynaflow automatic delivered strong acceleration and effortless highway cruising.

A new direction for Buick: The Riviera helped move Buick away from the excessive styling of the 1950s toward a cleaner, more modern design philosophy.

Personal luxury pioneer: Its combination of American V8 power, European-inspired styling, and comfort helped establish the personal luxury coupe as an important market segment.

Collector favorite: More than six decades later, the 1963 Riviera remains highly respected for its distinctive styling, performance, and place in automotive history.

Bottom line: The 1963 Riviera proved that American luxury could be elegant, sporty, and powerful all at the same time.

How And Why The 1963 Riviera Was Conceived  

The 1963 Buick Riviera didn’t just arrive on the scene—it made a statement. Buick built the Riviera in response to a growing market demand for upscale, performance-oriented personal luxury cars that blended European-inspired elegance with American power.

In the early 1960s, General Motors noticed the success of cars like the Ford Thunderbird, which had moved away from its original sports-car roots and into a refined, stylish luxury coupe. Buick wanted a piece of that market, but rather than simply copying the formula, the division aimed to build something more sophisticated, bolder, and distinctly Buick.

Originally conceived as a Cadillac concept called the XP-715, the design was eventually handed to Buick, which needed a halo car to elevate its image. The result was the Riviera—a premium personal luxury coupe designed to compete directly with the Thunderbird, Chrysler 300, and even European grand touring cars like Mercedes-Benz coupes of the era.

Riviera's Slick Looks And Style

What truly made the 1963 Riviera special was its striking body style and unmistakable presence. The car featured a clean, sculpted design that broke away from the excessive chrome and tailfins of the 1950s, signaling a new design direction for American automobiles.

The Riviera’s long hood, short rear deck, and crisp body lines gave it a low, wide, and aggressive stance. Its clamshell-style hidden headlights were a standout feature, seamlessly integrated into the front end and lending the car a sleek, almost futuristic look when the automatic headlights were closed.

The subtle rear fender peaks, thin roof pillars, and frameless door glass enhanced the Riviera’s elegant profile. Unlike many luxury cars of the time, the Riviera looked sporty and purposeful rather than bulky. It was refined without being flashy, and bold without being overdone—a balance that helped cement it as one of the most beautiful American cars ever built.

1963 Riviera Interior Promotes Sporty Luxury

Inside, the 1963 Riviera continued its mission of blending luxury with driver-focused design. The interior was more cockpit-like than most Buicks of the era, with a center console-inspired layout that made the driver feel engaged rather than detached. Bucket seats were standard, a clear nod to the car’s sporty intentions, and they provided excellent comfort for long-distance cruising.

The dashboard was clean and modern, featuring deeply recessed gauges, tasteful chrome accents, and a wraparound design that emphasized width. Buick offered high-quality materials throughout, including plush vinyl or optional leather upholstery, thick carpeting, and carefully finished trim. 

Even the smallest details—like the unique steering wheel design and toggle-style controls—helped distinguish the Riviera from other GM offerings. The cabin felt upscale and intentional, proving that performance and luxury didn’t have to exist in separate worlds.

Engine, Drivetrain, and Performance Highlights

• Engine Options:
• • 401 cubic-inch “Nailhead” V8 producing 325 horsepower
  • Optional 425 cubic-inch "Nailhead" V8 with up to 340 horsepower
• Transmission:
• • Standard Twin Turbine Dynaflow automatic
• Drivetrain:
• • Rear-wheel drive layout
• Performance:
• • Strong low-end torque, ideal for smooth acceleration
  • 0–60 mph times that rivaled many performance cars of the era
  • Confident highway cruising with excellent stability

These powertrains gave the Riviera impressive straight-line performance while maintaining the refined driving experience Buick buyers expected. The Nailhead V8s were known for their durability and torque-rich power delivery, making the Riviera equally comfortable as a luxury cruiser or a high-speed grand touring car.

Cruising Smoothly To The End

The 1963 Buick Riviera stands as one of the most important and influential cars of the 1960s. It successfully redefined Buick’s image and helped establish the personal luxury coupe as a serious and competitive segment in the American automotive market.

With its timeless design, well-appointed interior, and powerful V8 performance, the Riviera appealed to buyers who wanted style, comfort, and confidence all in one package. More than six decades later, the 1963 Riviera remains highly respected and sought after by collectors and enthusiasts alike—a true classic that represents the perfect intersection of American luxury and performance.

1939 GM Futurliner: When People Started To Believe Big

 

A Rolling Vision of the Future

Few vehicles capture the imagination quite like the General Motors Futurliner. Towering, futuristic, and unmistakably bold, the Futurliner wasn’t just a mode of transportation—it was a rolling stage for America’s dreams of tomorrow. Built for GM’s “Parade of Progress,” this massive machine symbolized innovation, optimism, and the spirit of forward-thinking design that defined pre-and post-war America.

A Brief History Of The GM Futurliner 

The Futurliner was first introduced in 1939 for General Motors’ traveling exhibition, the Parade of Progress. The event was essentially a mobile world’s fair that brought cutting-edge science and technology displays to towns across the country. GM built twelve Futurliners in total, each one measuring about 33 feet long, 8 feet wide, and standing nearly 12 feet tall.

They were used from the late 1930s through the mid-1950s, with updates made in 1953 to keep their styling in line with GM’s design language of the era. Today, only a handful survive, and fully restored examples are considered some of the most prized vehicles in the world of automotive history.

Take A Look Inside the Futurliner

The interior of the Futurliner was unlike anything the public had ever seen in the 1940s and ’50s. Instead of simple passenger seating, each unit was built as a mobile exhibition space. The driver sat high up in a cockpit-like cab, while the rest of the body was devoted to large display areas that would open up once the vehicle reached its destination.

Exhibits and Displays

Each Futurliner was assigned a specific theme and outfitted with custom displays to showcase GM’s vision of the future. Some examples included:

• Jet Engines and Aircraft Technology – Showcasing aviation advancements and jet propulsion.

• Household of the Future – Exhibiting futuristic appliances and conveniences that would someday be common.

• Science and Industry – Highlighting cutting-edge scientific research and industrial design.

• Power of the Atom – Introducing nuclear energy to a curious public.

The interiors often featured dramatic lighting, models, interactive demonstrations, and art deco-inspired design touches, reinforcing GM’s message that science and progress were not just functional but beautiful.

The 1939 GM Futurliner Drivetrain

Underneath its futuristic shell, the Futurliner was powered by a heavy-duty Detroit Diesel four-cylinder GMC diesel engine, later upgraded in some units to a 302-cubic-inch GMC inline-six gasoline engine. These powerplants were built for torque and reliability rather than speed, ensuring the massive 30,000-pound vehicles could haul themselves across the country. Power was delivered through a four-speed manual transmission with a two-speed splitter, giving the driver plenty of gear choices to handle the heavy load.

Wheels and Tires

One of the Futurliner’s most striking visual features is its oversized wheels and tires. Each vehicle rode on dual rear wheels and massive 10.00x20-inch truck tires, wrapped around full-disc wheel covers that enhanced the futuristic look. Combined with its wide stance and tall profile, these wheels gave the Futurliner a commanding presence whether parked at a fairground or rolling down the highway.

Did You Know?

• Only nine of the original twelve Futurliners are known to still exist, with varying degrees of restoration.

• A fully restored Futurliner once sold at Barrett-Jackson for over $4 million, setting a record for vintage GM vehicles.

• The driver’s seat was positioned in the very center of the cab, giving it a cockpit-like view similar to that of a bus or even an aircraft.

• Each Futurliner had hydraulically operated side panels that folded open to reveal the displays inside, almost like giant wings unfolding.

• The design was overseen by Harley J Earl, GM’s legendary head of styling, who also influenced icons like the Corvette and Cadillac tailfins.

As We Still Keep Dreaming

The General Motors 1939 Futurliner is more than just a truck—it’s a time capsule of American innovation and optimism. Its unique blend of futuristic design, educational exhibits, and sheer presence made it a rolling icon of the mid-20th century. Today, the Futurliner remains one of the most fascinating and celebrated vehicles ever created, a symbol of how the past once dreamed of the future, AND We Still Keep Dreaming!

1956 Firebird II by General Motors: Dreaming Futuristic

 

Is it a bird? Is it a plane? 

Well, it's something like that: A 1956 Firebird II turbine concept built by some of the most out-of-the-box thinkers from General Motors.

The 1950s were a golden era for futuristic cars, and none captured the optimism of the time quite like the 1956 Firebird II. Built by General Motors as part of its experimental Firebird series, the Firebird II was unveiled at GM’s Motorama show as a glimpse into the future of family transportation.

Unlike the radical single-seat Firebird I, which resembled a jet fighter on wheels, the Firebird II was designed as a four-passenger concept car. Harley Earl, GM’s legendary styling chief, envisioned it as a family vehicle of the future—one that would combine turbine power with aircraft-inspired design.

Although the Firebird II was never intended for production, it remains one of the most ambitious and advanced concept cars GM ever created. Today, it stands as a symbol of mid-century innovation and the bold spirit of Motorama

Firebird II Turbine Performance

At its core, the Firebird II featured the Whirlfire GT-304 gas turbine engine, a 200-horsepower powerplant capable of running on a variety of fuels such as kerosene, diesel, or jet fuel. Turbine technology fascinated GM engineers because it promised fewer moving parts, lower maintenance, and higher reliability compared to piston engines.

The Firebird II wasn’t just about raw power—it was about reimagining the future of driving. GM constructed the car’s body out of titanium, an incredibly strong and lightweight material rarely used in automobiles even today. The Firebird II also incorporated one of the boldest ideas of the 1950s: automated highways.

Engineers designed the Firebird II with sensors that could communicate with wires embedded in the road, allowing the car to guide itself automatically. This vision of self-driving cars was decades ahead of its time, proving just how forward-thinking the GM engineers were with this Firebird II. 

A Wacky Appearance

The Firebird II looked nothing like an ordinary 1950s automobile. Its design borrowed heavily from jet fighters, with a sharply pointed nose, a sleek canopy roof, and pronounced tailfins that gave it an unmistakably futuristic look. The car’s wide stance and low profile emphasized aerodynamics, while four exhaust outlets at the rear showcased its turbine engine.

Where typical family cars of the 1950s were boxy and conservative, the Firebird II looked like it came straight out of a science fiction movie. Chrome trim, smooth lines, and space-age details made it a showstopper at Motorama and a visual icon of GM’s futuristic vision.

Complicated, Crazy Interior 

Inside, the Firebird II continued its aviation-inspired theme. The cabin featured individual bucket seats for all four passengers, separated by a central console that ran the length of the interior. The controls and instrumentation resembled those of an aircraft, reinforcing the idea that the Firebird II was more machine than car.

The most striking feature was the wraparound bubble canopy, which gave panoramic views and bathed the interior in light. It wasn’t just about style—the canopy emphasized the futuristic experience GM wanted to deliver with the Firebird II, making every passenger feel like part of a space-age adventure.

Did You Know?

• The Firebird II was the first turbine-powered concept car designed specifically as a family vehicle.

• Its titanium body made it one of the most advanced material experiments of its era.

• GM designed the Firebird II to operate on an automated highway system, an early vision of autonomous driving.

• The Firebird II was fully functional and toured the country as part of GM’s Motorama exhibitions.

• Today, the Firebird II survives as part of the GM Heritage Center collection.

If You Dream It, You Can Build It

The 1956 Firebird II was far more than a show car—it was a rolling vision of the future. With its gas turbine engine, titanium body, bubble canopy, and experimental automated guidance system, the Firebird II embodied the limitless imagination of 1950s America.

While turbine engines never replaced conventional power and automated highways remained a dream, the Firebird II showed how daring and innovative General Motors was willing to be. It remains a milestone in concept car history, admired not only for its futuristic styling but also for its ambitious technology.

In the end, the Firebird II wasn’t just an automobile. It was a dream machine—a bold experiment that pushed the boundaries of engineering and design, and a reminder of an era when the future of driving seemed as thrilling as the jet age itself.

1983 Corvette C4: Only One In Existence

  

1983 C4 Corvette

That's right, above is the only 1983 C4 Corvette that exists. Most people don't believe that there were any built for that year, but there were a few (none sold), and there is one survivor that resides at the National Corvette Museum in Bowling Green, Kentucky. 

For the people who do know it exists, they often refer to it as a 1 of 1 Corvette. But this is not true because, altogether there were 14 prototypes built and 43 "Pilot Cars" built, which were going to be sold to the public. The surviving '83 Corvette was #4 in the bunch that rolled off the assembly line at the Bowling Green, Kentucky, Corvette Plant. 

What Happened to the Other '83 C4? 

General Motors, Corvette executives, engineers, and designers decided that with all of the quirks of the new frame, new body style, and all the other things that still needed more engineering adjustments, the new generation just wasn't ready to be sold to the public. 

They also decided that the original T-tops weren't the way to go. They wanted to design a targa top for the Corvette because it would be more appropriate to keep up and compete with the design of the European sports cars.

After testing the Corvettes at the GM Milford proving grounds, all 1983 C4 Corvettes were marked for destruction. It's a common practice for automotive companies to crush cars they have no intention to sell to the public. 

GM brought in their car crusher and got to work turning the test Corvettes into hunks of metal. This is where the story gets dicey. No one really knows how this #4 1983 Corvette with the VIN # 1G1AY0783D5110023 survived, but one of the stories is that someone hid the Corvette just to keep at least one left around. 

Another story goes that the work crew ended their shift, and the last remaining Corvette was simply going to be put out of its misery the next day. Fortunately, for the survival of this piece of history, the compactor was picked up early and taken away, leaving the #4 1983 Corvette forgotten about.

There are more than just two stories, but we would all just be guessing as to what the true story is. But the story of how it was found is quite frank. Two years after the crushing of the '83 Corvettes, the Bowling Green Plant Manager was poking around the car lot on a different mission and found the out-of-shape, dirty, run-down '83 Corvette on a fluke. 

Not knowing exactly what the sports car was or why it was sitting there, the Corvette was pulled into the plant, and the  VIN # was cross-referenced with meticulous records, eventually revealing its true identity.  

Bringing The '83 Back to Life

The guys at the plant cleaned the Corvette up and gave it a red, white, and blue paint job. The Corvette stayed at the plant until 1994, when the National Corvette Museum was built, which was built right across the street from the famous Bowling Green, Kentucky Corvette Assembly Plant. 

Realizing how important the Corvette was to Corvette history, it was eventually donated to the Corvette Museum. The decision was made to repaint the Corvette back to its original white body color with the original blue interior color, and everything else was restored back to its original condition according to records. 

The '83 Corvette became a showcase for the grand opening of the National Corvette Museum, especially since most people didn't even know that they ever existed. 

The 1983 Corvette leap year is said to be one of Corvette's best decisions. They would have put a vehicle on the market that had massive changes for a new generation, but still needed a lot of work to get it perfect. 

When the 1984 Corvette was introduced, it made a big splash in the market, and everyone enjoyed the new look, sophisticated suspension, stiffer chassis, and the many other upgrades that came along with it.  

1951 Buick LeSabre Concept | Harley J. Earl Advanced Technology The World Wasn't Ready For

Back in 1951, this convertible Buick LeSabre was not just extreme looking, it was way ahead of its time. It had technology advancements that weren't even thought of yet and would give us a sneak peek into the future of the automotive industry. 

Harley J. Earl was the lead designer of this beautiful piece of machinery. From 1927 to 1958, he was General Motors' Head-of-Styling and had his hands in the cookie jar of many breakthrough designs and technology projects that would change the auto industry for years to come. 

One of the first things that really set this car apart was that it could function on gasoline and methyl alcohol. There were separate fuel cells for both sources and an easy way to switch between the two from the convenience of the driver seat. It also had one of the first smaller engines that could produce high horsepower, much like what we see in today's vehicles. This Buick used a 215 cubic-inch V8 HEMI aluminum block topped off with dual carbs, aluminum heads, and a supercharger that produced 29.5 PSI. All these goodies made the engine good for 335-hp @5,500-RPM. In 1951, that was an outstanding number for such a small engine.

The styling was nothing short of artwork for this concept Buick. Earl designed the first wraparound windshield that gave the driver a panoramic view of the road and surrounding areas. It also saw the likes of GM's first rear brake coolers that used functioning rear scoops on the back quarter panel. The scoops were designed and positioned to cool the brakes and the battery located in the back.

One of the very noticeable features that people hadn't seen too much of was the hidden futuristic headlights that would pop out from behind the grille with a flip of a switch. Also, the Buick LeSabre had a feature on it that, to this day, is only really used on Indy and Formula-1 cars. The automatic jack system was the first of its kind and allowed you to work under your car without a floor jack or jack stands. Maybe today, the feature doesn't sound like much but think back to 1951 and the stock emergency jack that would be provided for you if you had an unfortunate flat tire. Remember, in '51, there were no cell phones to call AAA or a friend and no OnStar-type systems.

Another feature that would really stun you back in 1951 was the automatic sensors that could recognize rain and put your rag-top and windows up without you being around to control them. The Buick even had a backup source of power, so if your battery died, you could still at least control features like the radio, windows, and the rag-top.

This concept was designed from Earl's imagination and his love for jet airplane designs. The sleek styling lines and the flamboyant curves are what really sets this Buick apart. The interior even showed a little bit of aeronautical passion, with a dashboard that included an altimeter, tachometer, and a compass.

Earl adopted this 1951 Buick LeSabre as his own and drove it till he had about 50,000 miles on it before handing it over to the GM museum in the 1960s. Earl was a well-respected engineer who became a legend along with his creations like this one.