The Best Muscle Cars of All Time, Ranked

The Cadillac ATS-V is probably the most beloved by car journalists of at least the past decade, their love stoked by easily-available manufacturer loans, the charisma of Johan de Nysschen, and the possibility that the greatest American luxury brand had reinvented itself into something entirely different. The Cadillac ATS-V was also, even, a great car, which The New York Times called, at the time, a “socially refined muscle car.” There wasn’t a V-8 under the hood, but a 3.6-liter twin-turbo V-6 that made 464 horsepower, mated to an 8-speed automatic or a 6-speed manual transmission. The ATS-V hid its muscle a little, which was the point. Many of those who drove it commented on how enjoyably chunky the steering wheel felt. It was and is a joy. — Erik Shilling

Mopar’s 426 Hemi V8 engine powered the biggest, baddest muscle cars during America’s Golden Age of hillbilly high-performance. The Middle East oil crisis shut down that party in the early 1970s, but a smoldering roach kept the Dodge flame alive and a towering inferno called the Dodge Challenger SRT, offered as a variety of models from 2015-2024. The 2023 Dodge Demon 170 developed an absurd 1,025 hp on E85 fuel, with a staggering 0-60 mph time of 1.66 seconds. The most powerful muscle car ever made, it was also Chrysler Corporation’s last gas-guzzling gasp, prefiguring the extinction of the internal combustion engine and the current all-electric Challenger. — Robert Ross

Until Chrysler announced their radical Viper concept in 1989, Chevy’s Corvette reigned supreme as America’s only true sports car. The Dodge Viper changed all that. The first generation (1991-2002) grew marginally more civilized over a decade, but the first cars were essentially rag-top roadsters with no airbags, no air conditioning, and flimsy plastic side windows. The striking GTS coupé, introduced in 1996, might be considered the high point of Viper design. Second-generation Vipers, made from 2003-2010, featured “modern” touches like ABS brakes, long after other manufacturers had universally adopted them. In 2013, Dodge put the Viper under the SRT (Street and Racing Technology) division. That third generation (2013-2017) was positively refined by comparison to its predecessors, although drivers still had to stir their own 6-speed gearbox. When production ceased in 2017, about 32,000 examples had been made throughout a 26-year run. — RR

The 1980s were a pretty bleak decade for American performance cars, which all suffered from emissions regulations that reduced once-mighty engines to power-strangled shells of their former selves. But one exception was Buick’s one-year-only GNX, short for “Grand National Experimental.” Its inspiration was the Grand National Regal, a sporty staple of the Buick model lineup. GNX production was limited to a mere 547 units made in collaboration with ASC (American Specialty Cars) and McLaren Performance Technologies. Instead of a predictable V8, it was powered by a 3.8-liter V6 engine that featured an intercooled turbocharger—novel for the time—and made a much underrated 276 hp and 360 lb-ft of torque (more like 300 hp and 420 lb-ft, respectively). At nearly $30,000, the GNX wasn’t cheap, and remains a top-notch collectible today. — RR

The second-generation F-Body Firebird and Camaro had a distinctly European flair that was well received by the public and still looks “right” 55 years hence. The new design featured smooth curves, a body-colored front end, and a distinctive rear spoiler. The cockpit-like interior featured front and rear bucket seats, and an expansive dash evoking the most exclusive European sports cars. The Ram Air IV’s 400 ci (6.6-liter) V8 engine was exclusive to the top Trans Am model, and equipped with an automatic or manual transmission, developed 345 hp and 370 hp, respectively. Fender flares, a shaker hood scoop and heat extractors in the front fenders were design accents unique to the Trans Am. Out of close to 49,000 Firebirds made in 1970, fewer than 3,200 were the highly desirable Trans Am. — RR

Australia’s Holden is no more, after a proud 164-year history that began making saddles, ended as a subsidiary of GM, and made many of the country’s most iconic vehicles in the middle. Those cars included the Commodore, the Ute, and the Monaro, which was a sports car launched in 1968 that is the continent’s finest muscle car expression. The GTS version had a 5.0-liter V-8 under the hood, which was said to make 240 horsepower. The styling was very of its time, but nowadays, it looks undeniably good. The finest examples still fetch hundreds of thousands of dollars at auction. “Get one,” an old Holden ad urged readers, “before you’re too old to understand.” — ES

Oldsmobile, sadly defunct since 2004, was once a glittering jewel in the General Motors crown, with models like the Rocket 88, Toronado, and Vista Cruiser Wagon reflecting the higher vision of the once-illustrious marque. In the muscle-car domain, the 442, made from 1968-1971 as its own designated model, was named for its four-barrel carburetor, four-speed transmission, and dual exhausts. The 4-4-2 designation was pure GM marketing spin, but the car’s performance was real. The highest-output W-30 package was powered by Old’s 455 ci V8 engine, underrated at 370 hp and 500 lb-ft of torque, but wickedly fast in its day. It was the official Indy 500 pace car for 1970 and rightly so, as it represents Oldsmobile’s ultimate performance car. — RR

The Mercury Cyclone wasn’t long for this world. In the eight years the model was on the market, it underwent a name change (it launched as the Comet Cyclone), was the subject of a dramatic redesign and saw four different generations released into the wild. Though it never quite caught on, the last iteration, which debuted in 1970, has its partisans. All you need to do is to look at the variant to see why. The high-performance model came with spoilers in the front and back, racing stripes, and an available 429-cubic-inch Super Cobra Jet V-8. The engine had a factory-rated output of 375 hp, but to this day some enthusiasts are convinced it had even more might than that. It was also rare, with only 341 examples rolling off the line. —Bryan Hood

Ford didn’t leave all the muscle car fun to its main brand. Mercury also had a couple in its lineup at the start of the 1970s. Chief among those was its best-seller of the era, the Cougar. As with so many vehicles released during the height of the “Horsepower Wars” there were plenty of flavors to choose from, the best of which was the high-performance Eliminator variant with a 428 Super Cobra Jet V-8. The mill, which makes more than a few appearances on this list, was brawny, generating an exhilarating 400 hp. The Cougar Eliminator may not be as fondly remembered as the Barracuda, Camaro, or Mustang, but it could hold its own. —BH

The Ford Mustang Mach 1 wasn’t the only “Drag Pack” variant the automaker sold in 1970. Its other muscle car of the era, the Torino, also came in the spec. The latter’s Coke bottle-style body wasn’t the only thing that separated it from the more famous Mach One. It’s Super Cobra Jet engine, a 429-cubic-inch big-block V-8, had a smidge more displacement. Thanks to that, the mill put out a claimed 375 horses, although enthusiasts believe Ford undersold the model and that the true figure was closer to 400 hp. Whatever its actual output, the most hardcore Torino was an undeniable beast, able to cover the quarter mile in under 14 seconds at a top speed of 101 mph. Not bad at all. —BH

Only Ford’s blinkered management, whose mission at the time was small abominations like Pintos and Mavericks, was holding back prospects for domination in motorsport. The 1969-1970 Mustang Boss 429 was a single-purpose NASCAR weapon built in limited numbers for Ford by Kar Kraft, who modified standard Mustang shells to accommodate the gargantuan big block with new engine compartment sheet metal and requisite suspension modifications. Designed by Larry Shinoda and inspired by his “Boss” Bunkie Knudsen, both recently of GM, the Boss 429 took on the likes of Chrysler’s 426 Hemi V8s and big-block GM competitors. The 429 ci V8 was an elaborate design, and Ford likely lost money on every Boss 429, with 857 units made in 1969 and 499 in 1970. The last year was improved further, with solid lifters and a better exhaust. — RR

The Ford Mustang Mach 1 may have made its debut in 1969, but it wouldn’t peak until its second year. The high-performance model wore a sculpted body kit—on top of the bulky mid-generation redesign that launched around the same time—but as with so many cars on this list, the real story was what was under the hood. This was especially true of the range-topping “Drag Pack” trim package, which featured a modified 428-cubic-inch Super Cobra Jet V-8. The massive mill, which was available with or without Ram Air, produced 335 hp and 440 ft lbs of torque. Ford sold five other high-performance ‘Stangs when the Mach 1 launched—the GT, Boss 302, Boss 428, Shelby GT350, Shelby GT500—but that didn’t stop it from taking its place atop the pyramid. —BH

Dodge may have launched a new muscle car, the Challenger, in 1970, but that didn’t mean it had forgotten its first. That year saw the release of one of the best B-bodied Chargers to ever leave the factory, the R/T with a 426 Street Hemi. This model was easy to spot, thanks to a new grille, wraparound chrome bumper, and sculpted hood, but what really separated it from the pack was its big-block V-8. The 426-cubic-inch mill made a ferocious 425 hp and 490 ft lbs of torque, enough to vanquish almost anyone foolish enough to challenge it to a race. An array of “High Impact” colors, like Top Banana and Panther Pink, didn’t hurt, either. —BH

The Dodge Challenger, like the rest of its peers, was available with a wide range of engines, from inline-sixes to big-block V-8s. But if you wanted the most hardcore version, there was only one version to get, the R/T 440 Six Pack. The high-performance variant’s 440-cubic-inch Six Pack V-8 was the biggest engine you could get in a Challenger. It may not have been quite as powerful as the legendary 426 Hemi, but with an output of 390 hp and 490 ft lbs of torque it was still plenty potent. A sub-14-second quarter-mile is nothing to shrug off, either. —BH

It may have arrived on the scene four years after the Dodge Charger, but the Challenger, which debuted in 1970, was the company’s attempt to claim ownership of the muscle car market once and for all. Whereas its predecessor had been positioned as an upscale answer to the Camaros and Mustangs of the world, the Challenger, which was built on the new E-body platform, was a genuine brute meant to beat all comers off the line. All versions of the car were mighty, but none more than the high-performance Road/Track, or R/T, model. The most powerful version of this two-door, which was available as a convertible or hard-top, came with a 426 cubic-inch Hemi V-8 that made 425 hp and 490 ft lbs of torque. With that much oomph under the hood, the vehicle could shoot from zero to 60 mph in roughly six seconds. —BH

Introduced in 1970, the Buick GSX was the Skylark Grand Sport on steroids. The high-performance range topper upgraded the already athletic coupe with a design, performance, and handling package. Of those, the second is what has earned the car legendary status. The most powerful version of the model’s 455-cubic-inch V-8 pumped out a hair-raising 350 hp and 510 ft lbs of torque. The last of those numbers would stand as the record for an American production vehicle until the Dodge Viper burst onto the scene in the early 1990s. The fact that the car came in only two colorways—Saturn Yellow or Apollo White, both of which could be adorned with black racing stripes—also added to its allure. —BH

With a length of less than 16 feet, the 1970 Nova SS may be one of the smallest muscle cars to ever come out of Detroit, but that doesn’t mean it didn’t pack a punch. Despite its (relatively) small stature, the two-door had plenty of power under the hood, especially if its owner opted for Chevy’s famed 396-cubic-inch big-block V-8. There were two versions of that mill to choose from, the first of which, the L78, makes 375 hp. The second, the L89, had the same power rating but added lightweight aluminum cylinder heads. It’s this version that’s now the more coveted Nova SS, but you can’t go wrong with either. —BH

The 1978 Camaro Z/28 was a high-performance model, but it wasn’t the most powerful variant on offer when the nameplate’s second generation launched in 1970. That distinction belonged to Super Sport, or, as it’s better known today, SS. Aside from their badging, the low-slung coupes may have looked nearly identical but open the hood and the difference was apparent. That’s because this example of the more powerful model packed an L78 V-8. Despite “396” branding, this big block has a displacement of 402 cubic inches and makes 375 hp and 415 ft lbs of torque. With all that power under the hood, it can hit 60 mph in 5.5 seconds and tops out at 138 mph. It’s also rare, with only 600 believed to have rolled off the line that year. —BH

The second-generation Camaro Z/28, which made its debut in 1970, is also the best. Not only did this version of the automaker’s most famous muscle car feature an elongated, fastback design, it also packed a new high-performance 350-cubic-inch LT1 V-8, a ground-up rebuild of the Corvette mill of the time. The engine may not have been the biggest available for that iteration of the Camaro, but it was still potent enough to generate 360 hp and 380 ft lbs of torque. That was enough to push the car from zero to 60 mph in 5.8 seconds and to a top speed in the neighborhood of 135 mph. —BH

Chevrolet’s first muscle car was the 1964 Chevelle SS, but the nameplate wouldn’t truly come into its own until its second generation launched in 1968. This iteration, which featured a more sculpted body with a semi-fastback roofline, peaked in 1970 with the release of the 1970 LS6. The range-topping two-door featured a 454-cubic-inch V-8 with a single four-barrel 800 CFM Holley carburetor that pumped out an outrageous 450 horses and 500 ft lbs of twist. Thanks to all that grunt, the brawny coupe could run the quarter mile in just over 13 seconds. —BH

If any muscle car remains a best-kept secret, American Motors Corporation’s (AMC) first-generation AMX is it. Fewer than 20,000 were made between 1968 and 1970 in all engine sizes. The most desirable is also the most plentiful, with almost 7,400 examples equipped with the 390 ci V8 and 4-speed manual transmission. It made upward of 315 hp with 425 lb-ft of torque, but handling was the name of the game. The only American two-seat sports car available at the time, apart from the Chevrolet Corvette, was also notable for its short wheelbase. At a mere 97 inches, it was one inch shorter than the ’Vette, and at around $3,500, about $1,000 less expensive. The AMX moniker was used on subsequent four-seat Javelins from 1971-1974, as well as later models whose stature did not compare to the original. — RR

The Trans-Am racing series saw American Motors come on strong in late 1969 with the Javelin, beating Ford’s Mustangs and trailing second behind Chevrolet’s Camaros. AMC built a special series of about 100 tri-colored street cars in commemoration, which started as Javelin SSTs with Matador Red bodies that were masked off to add white centers and blue rear ends. The car emulated the successful Ronnie Kaplan Javelin team car driven by George Follmer. The street versions were powered by AMC’s 390 ci (6.4-liter) V8 engine, which, with ram air, put out a healthy 325 hp. A Borg Warner 4-speed transmission with the iconic Hurst shifter was part of the heavy-duty build, which didn’t sacrifice comfort features like power brakes, power steering, and a fully optioned interior. — RR

If the AMX was the unique and aggressively styled face of American Motors Corporation, the cars upon which the Rebel Machine was based were fairly unremarkable. The intermediate-sized Rebel series of two-door coupes, four-door sedans, and brat-hauling station wagons are largely forgettable, except for the Rebel Machine, a two-door variant with a rakish fastback profile and a tri-colored white paint job accented with red and blue stripes. Which had, by 1970, become a bit of an AMC theme. Most were ordered in more conventional colors, but all were powered by the biggest AMC engine, the 390 ci V8 that made 340 hp, but an impressive 430 lb-ft of torque, grunt more normally associated with a big-block motor, which technically, the 390 was not. With only 2,326 examples produced, these Rebels are worthy outliers in the AMC—and muscle car—pantheon. — RR

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If ever there were a cartoon car, it would be the Roadrunner with a giant wing on its tail—really an aerodynamic aid that got the car near 200 mph on the NASCAR circuit while enabling showroom marketing and advertising as fierce as the battle on the track. There, Chrysler, with the Dodge Charger Daytona 500, took the driver’s championship with David Pearson in 1969, with the manufacturer’s going to Ford. But the Plymouth Superbird came on strong in 1970, similar to the Daytona but much different in detail. Just 1935 were built, most with 440 ci V8 engines and only 135 with the holy-grail 426 ci Hemi. With its radical nose cone and two-foot-tall tail, the Superbird was a tough sell in dealerships, especially at a nearly $4,300 base price. Many languished in dealerships and had to be heavily discounted, but are six-figure cars today. — RR

The Plymouth Barracuda, introduced in 1964 as a warmed-over Valiant—a failed counter to the wildly popular Ford Mustang—yet became, in six years, the prototypical American performance car. Some would argue that at the very pinnacle of the muscle-car pyramid stands the Plymouth ‘Cuda. Most were equipped with a 340 ci small-block or de-stroked 305 ci V8 for the AAR (Trans-AM) series. The big guns had a 440 ci V8 engine, while a mere handful were powered by Chrysler’s legendary 426 ci Hemi V8 engine. The “Cuda’s shape and proportions are perfect 55 years on, and its near-perfect design, combined with the mystique of the rare Hemi engine, has catapulted the coupes, with about 652 made, into the collector stratosphere. Meanwhile, the 14 convertibles —only five examples of which were equipped with a 4-speed manual transmission—are the stuff of legend. A matching-numbers example was sold by Mecum Auctions in 2023 for $3.5 million. — RR

The Judge, offered for three years from 1969, was probably the most notable GTO model, taking its name from a regular comedy skit called “Here Come de Judge” on Rowan & Martin’s Laugh-In TV show. The second-generation GTO was a much streamlined revision of the classic original, with fastback styling and body colored front bumper that gave the new car a cutting-edge look. A rear spoiler, wild psychedelic graphics, and bold colors complemented a facelift for 1970. Powerful engine options included the 400 ci Ram Air IV and rare 455 ci HO V8 engines, the latter underrated at 360 hp and with a whopping 500 lb-ft of torque. About 40,000 GTOs were made for 1970, of which 3,797 were ordered with The Judge package. Of those, just 168 were convertibles. — RR

The end of the line for the first Shelby Mustangs coincided with Carroll Shelby’s disinterest in the program when the original intent shifted from race-bred sports cars to gussied-up Mustangs with snake badges on the fenders. Still, the 428 ci Cobra Jet V8 engine powering the G.T. 500 coupe and convertible was the real deal, making a claimed 355 hp but more like 400 hp, with 440 lb-ft of torque. Even though the cars’ underpinnings were identical to the Mustang Mach I, what the GT500 did do was look cool, with different front and rear ends and a NACA-ducted hood. Only 1,537 coupes and 304 convertibles were made. All were originally built for the 1969 model year, and updated after the fact with VIN tags dated 1970. — RR

Introduced in 1967, the Chevy Camaro right away established itself as a Ford Mustang archrival—on the street and in motorsport—and spawned a bloodline that continued until 2024. Of all the Camaros, the original Z28 holds a special place. Made for Trans-Am competition, it had a new engine based on Chevy’s ubiquitous 327 ci, small-block V8, reduced in displacement to 302 ci to meet homologation but delivering about 350—an impressive 1.15 horsepower per cubic inch! A few more than 28,000 were built from 1967-1969. More expensive than a garden-variety, base Camaro by $400, the Z/28 was purpose-built for speed and handling, featuring a 4-speed manual transmission and front-wheel power disc brakes, while power steering and air conditioning were left behind at the factory. — RR

Dodge’s winged warrior was a wicked, one-year wonder made to win NASCAR races and nothing else. It dominated NASCAR competition during its brief, one-year model run, winning twice in 1969 and four times in 1970, the year during which its successor and close relative, the Plymouth Superbird, won eight. Only 503 Daytonas were made—just enough to homologate the car for competition. While 433 examples with the 440ci engine were produced, hard-core racers could order the 426ci Hemi V8, a $648 option whose underrated, “official” output was 425 hp. Only 70 examples were so equipped. One such car established a new auction record for that model in 2022, selling for $1,200,000. And while that sale was an outlier, there is no question that any Dodge Charger Daytona is at the top of the American muscle car pyramid. — RR

The Dodge Dart isn’t the first name many people think of when they think of muscle cars, but the 1970 GTS 440 has become a deserving cult classic in the decades since its debut. Unlike the Challenger and Charger, both of which were big cars, the Dart was a mid-size model. That didn’t stop parent company Chrysler from sticking a giant 440-cubic-inch V-8 under the hood. Thanks to this mill, which made 375 horses, the Dart could more than hold its own at the drag strip, covering the quarter-mile in 14 seconds. — BH

The GT500KR was the most powerful Shelby built in 1968, the year Ford moved engineering and production from Carroll Shelby’s facility in Los Angeles to corporate headquarters in Livonia, Michigan. By that time, the Mustang had gotten too large and luxurious for Ol’ Shel, who moved on to more challenging projects. But fun was still to be had, because in April 1968, the 428 ci Cobra Jet Ram-Air V8 engine was fitted to the GT500KR, shorthand for “King of the Road.” Despite the extra weight, the big-block V8 was a powerhouse, underrated by Ford at 355 hp and developing 440 lb-ft of torque. Out of the 4,451 Shelbys made for 1968, just 1,452 were KR model (933 fastbacks and 318 convertibles). — RR

The Shelby GT350 and GT500 nameplates continued to be made until 1970, but it was the first three model years that can be regarded as “true” Shelbys. In 1967, the Shelby GT500 was the choice of American iron connoisseurs who believed “there’s no substitute for cubic inches.” Nothing pushed the Mustang concept to the limit like Shelby’s first-year big-block model.

Just 3,225 Shelbys were made for 1967, and 2,048 were big-block cars. Luxurious compared to its spartan predecessor, the GT500 was a genuine sports car powered by Ford’s Police Interceptor big-block that (officially) developed 355 hp and 420 lb-ft of torque, though these were conservative numbers. A lynchpin in any Shelby collection, this is a car that rewards with its looks, performance, and unrepeatable history. — RR

Ford’s Galaxie was a long-lived nameplate made from 1959-1974 as full-sized two- and four-door models. It was redesigned in 1965 with a new body distinguished by vertically stacked dual headlamps, and importantly, a new three-link rear suspension and coil springs that replaced the leaf-springs like those still used in the Mustang. The top dog was a two-door coupe or convertible powered by a 428 ci (7.0 liter) V8 engine—like the one in that year’s Thunderbird— that developed 360 hp in the “Police Interceptor” version. Transmission choices were a 4-speed manual or 3-speed automatic. The Galaxie was a big “sporty” car made for luxury cruising, with front bucket seats and many optional creature comforts. — RR

Among the rarities of Ford’s high-performance era was the Fairlane Thunderbolt, built to win drag races and nothing else. Only 100 examples were built, largely as a solution to overcoming the weight of the full-sized Galaxie drag models that, despite being equipped with a 427 ci V8 engine and lightweight parts, were still too heavy to be truly competitive. The intermediate-sized Fairlane was the answer. Its big-block 427 made an impressive 425 hp, and 51 cars were equipped with 3-speed automatic transmissions to achieve the quickest straight-line acceleration. Weight was pared to just 3,200 lbs by using fiberglass for doors, front fenders, hood, and even the front bumper. The formula was a success, winning Ford the 1964 NHRA Super Stock championship. — RR

Pontiac’s GTO was the creation of John Z. DeLorean, long before the former Detroit maverick’s debacle with his snake-bitten Irish gullwing. History is on his side, crediting his brainchild—the 1964 GTO—with being the first purpose-built muscle car ever made. Any similarity to the Prancing Horse’s Gran Turismo Omologatois illusory: pure Detroit marketing at its ’60s-era best. In fact, Pontiac’s top performer earned an affectionate nickname—Goat—by admirers and detractors alike. It’s hard to beat the first GTOs, made from 1964 to 1967, for rugged good looks and unabashed, good-natured, tire-shredding fun. — RR