Old Muscle Ruled . . . When New Cars Sucked

Print Friendly, PDF & Email

Muscle cars – the original-era muscle cars from the ’60s and ’70s – don’t seem to be as popular now as they were when I was in high school and college back in the ’80s.

Millennials don’t seem particularly interested.

You mostly see 40-something/50-something Gen Xers like me (and Keanu Reeves in John Wick) driving them. Because we drove them back in the day.

The generation after us invests their passion in electronics.

Cost is a factor, of course.

Back in the day – back in my day, in the ’80s –  a teenager/young 20-something could buy an original-era muscle car for less than it costs today to buy a well-used Corolla or similar econobox. Because back in the early-mid ’80s, classic muscle cars were just old cars – and there were still lots of them around.

I had a friend in high school, for instance, who got himself a ’71 Plymouth GTX 440 for $2,200 back in 1987. The paint was chalky and it had some rust (they all did). The car needed exhaust work; it had peeling Cragar mags on.

But, still.

An operational big-block Mopar for $2,200.

Today, that car – in the same condition as my friend’s car – would go for at least $20,000.

I drove a ’78 Camaro.

Not a Z28, but it had a 350 that was the same as the Z28’s – and hopped up just as easily and – key point – cheaply.

A set of headers cost about $100 – and the rest was generic pipes bought at the local supply place. It technically required a catalytic converter, but that was easy enough to get around and even if not, there were no oxygen sensors and no computer – the huge cost-adders today. If you could turn a 7/16th wrench for the header bolts and 9/16th bolts for the pipes, you could install it all yourself, as a 16-year-old, with extremely basic hand tools and a willingness to bust some knuckles.

But there is – there was – something else, too.

New cars sucked – in a way that is hard to imagine if you weren’t around at the time.

Let’s take a trip down Bad Memory Lane to the late 1970s/early 1980s. To a time when 80 hp K-cars ruled – and most factory V8s (if you could even get a factory V8) were making around 150 hp.

200 hp – what most fours make today – would have been considered – was considered – “high performance” during my high-school era in the early-mid ’80s. For example, the top gun engine in the ’84 Z28 (also used in the Monte Carlo SS of the same period) was the 5.0 liter (305 cubic inch) “High Output” V8.

190 hp.

Less in the Monte SS.

Only a few topped the 200 hp barrier – and then, just barely. The ’85 Corvette with its Tuned Port Injection 350 offered up 230 hp. This was hot stuff. Well, it was the hottest stuff available – new – back in my day.

Meanwhile, most of the other cars coming off the line were under-gunned FWD nonentities like the Chrysler Aries K-car.

These were functional little appliances. They were exceptionally economical (many could hit 40 MPG – better than most new cars today).

But they were gimpy.

Slow in a way that is simply incomprehensible to today’s twentysomethings. Most took at least 12 seconds to achieve 60. A new Prius could prance around them like a Lipizzaner Stallion.

And of course, they looked as sad as they ran.

Which made a car like the ’78 Camaro I drove in high school – and my friend’s ’71 GTX 440 – seem like Arnold Schwarzennegger in his first Terminator movie prime … next to Pee Wee Herman today.

Just having five-lug wheels at a time when most new cars had four lug wheels was a notable, visual difference in automotive potency.

And having a big V8 (in the early-mid ’80s, a 350 V8 was big . . . and a 440 was epically big) was very much like owning an exotic high-performance car is now, maybe even more so. Because back then, a ragged-out ’78 Camaro that could run a 14 second quarter mile (slow, by today’s bar) was not just quicker than almost anything else new, it was blindingly quicker.

Speed is relative.


Fast forward.

Even my high school buddy’s 375 hp GTX is not-so-much relative to what’s common today. The current Mustang’s base turbo four cylinder makes 310 hp – and runs a quicker quarter mile. The V8 GT would dance like a Lipizzaner around the GTX.

But it’s the everyday performance of mass-market, ordinary A to B units that have probably helped dim the shine of the old-school stuff I enjoyed back when I was in high school.

Today’s equivalent of an early ’80s K-car is a car that does zero to 60 in the mid sevens (quicker than a mid-late ’70s Z28 or Trans Am) and V6 family sedans like the new Camry or Accord are both quicker and faster than mid-1980s Corvettes.

It is no exaggeration to state that exotic performance has been democratized. Almost everything new is quick and much of them are extremely fast. Top speeds of 140 MPH are – again – V6 Camry/Accord territory.

One once had to buy a Ferrari to experience that.

Today’s V6 Camry is a Lipizzaner compared with a ’70s or ’80s Ferrari.

Remember Magnum, PI’s Ferrari 308? They had to launch it on grass to get the rear wheels to spin.

The classic stuff will always have curb appeal in its corner.  I’ll probably never sell my old Trans-Am (which I’ve had since the early ’90s) for exactly this reasons. It gets looks wherever it goes. And I feel great driving it. But I’m under no illusions about its performance capabilities.

And I know that it’ll take a lot more work than it would have circa 1984 to make my TA competitive  on the streets today.

If you like what you’ve found here, please consider supporting EPautos.

We depend on you to keep the wheels turning! 

Our donate button is here.

 If you prefer not to use PayPal, our mailing address is:

721 Hummingbird Lane SE
Copper Hill, VA 24079

PS: EPautos magnets are free to those who send in $20 or more to support the site. Please bear with as I have had to order a new batch; they should be here – and in the mail – within a couple weeks. 




Share Button


  1. There are still outlaw racers that exist in pockets like Odessa, Tx. Young guys with bad-ass 426 SBC’s in S-10’s and old school stuff that will turn heads, even if you aren’t looking.

    I was standing in a convenience store, front door open one day when I heard a god-awful race happening. it was a 65 C 10(very nice body)with a small block and a guy with a one ton 4WD Duramax tricked out and pulling a 30′ gooseneck trailer. Old and new and both making such a racket everyone turned to watch. BTW, it was neck and neck. Racing on 42nd street. It don’t get any better than that.

    And talk about bikes in that town, I’ve seen some pavement ripper Jap 4’s that would disappear before you could say “don’t”. When one of those is at the last light on a highway heading out of town the cops just sit and watch. By the time they could get in pursuit mode the speck would have disappeared.

  2. Back around 1982 Car and Driver (might have been another mag) ran a feature on Third World Cars: from India, Yugoslavia, etc. The last one was a Chevette built in … Georgia, USA.

  3. Back in ’83 I bought a ’68 GTO. Built 400, 850 double pumper 11-1 compression, 4sp with 4:88 gears in the rear end. Fastest stop light car in the area. It got 12 mpg in town and 4 mpg on the freeway. I paid $900. for it. Love that car to this day and hate myself of letting it go

  4. I just saw a Chevelle SS yesterday. Nice.

    The high school car was a 1975 Impala. It had the corporate 350 small-block V8, and was wheezing at 145hp and 250ft-lbs. 0-60 was 13.8 seconds, which is RV speed today (slight exaggeration, but not much).

    The parents got it for us because it had a lot of sheet metal (for safety) and not a lot of power. Perfect for a learner.

    • Ya gotta admit, even if the Chevy Impala by then was a wheezy, gutless shadow of its former self, you still could feel INVINCIBLE in that battleship with hubcaps.


Please enter your comment!
Please enter your name here