Where the Commodore came from

Holden had been building the Commodore since 1978, and by the VE and VF generations it had become something unusual: a large, rear-drive family sedan developed almost entirely in Australia, offered with everything from a V6 in the base Evoke to the 6.2-liter LS3 in the Commodore SS.

Australia had a market for this. Family sedans raced in the Supercars championship, Holden versus Ford was a genuine cultural rivalry, and buyers would order a V8 in a car they used for school runs. The Commodore lineup reflected that. The SV6 sat in the middle with a choice of manual or automatic, and the SS variants got the V8, either the 6.0-liter L77 in earlier cars or the LS3 from 2015.

Holden also built the Ute, which is the version American enthusiasts still ask about. Same front end as the sedan, short pickup bed out back. It never came to the United States, and the closest America got was the cancelled Pontiac G8 ST.

The Pontiac G8 came first

Before the SS there was the G8, and understanding why it failed explains a lot about why the SS did too.

Pontiac imported the VE Commodore for 2008 and 2009. The G8 GT got a 6.0-liter V8, and the G8 GXP got the LS3 with 415 horsepower and an available six-speed manual, which made it one of the best cars Pontiac ever sold. Then GM went through bankruptcy, Pontiac was shut down, and the G8 disappeared after two model years with a small and devoted following.

Chevrolet brought the formula back four years later. Same factory, same platform philosophy, different badge.

The Chevrolet SS, year by year

2014. Chevrolet’s first rear-drive V8 sedan in eighteen years arrived with the 6.2-liter LS3 lifted from the C6 Corvette, making 415 horsepower and 415 lb-ft. Rear-wheel drive, a limited-slip differential, Brembo brakes, and a six-speed automatic. There were no trim levels and effectively no option sheet. Every car came loaded, and the only real choices were the sunroof and the spare tire.

2015. The year the car got serious. Chevrolet added a six-speed manual and Magnetic Ride Control, which is remarkable equipment for a sedan positioned between the Malibu and the Impala.

2016. A facelift brought LED lighting, a redesigned front end, a dual-mode exhaust, red Brembo calipers, and new colors including Slipstream Blue.

2017. The final year, running in parallel with the end of Commodore production. Roughly 12,860 SS sedans were sold in the United States across the entire run.

One detail the spec sheet does not capture: the SS was also Chevrolet’s NASCAR Cup Series body from 2013 through 2017. The car winning on Sunday genuinely shared a name with the car in the showroom, which had not been reliably true in decades.

Why it failed

Not because it was bad. The SS was excellent, and the reasons it sold poorly had nothing to do with the driving.

Chevrolet barely advertised it. There was no marketing push, no dealer training, and no attempt to explain to shoppers why a $46,000 Chevrolet sedan was worth more than a $30,000 Impala. Walk into a dealership and you would find one SS parked next to a row of Malibus, wearing a body most customers could not distinguish from the cheaper car.

The timing was also brutal. American buyers were abandoning sedans for crossovers at exactly the moment Chevrolet asked them to pay luxury money for a plain-looking four-door. Anyone who wanted a fast Chevrolet bought a Camaro, which looked the part.

The invisibility that killed it at the dealership is precisely what enthusiasts now love about it. That is why the SS sits at the top of our list of the best modern sleeper cars and why it keeps turning up in conversations about V8 sleeper sedans.

The end of Holden

The Elizabeth plant closed in October 2017, ending car manufacturing in Australia entirely after Ford and Toyota had already shut their local operations. The Commodore name survived a few more years on the ZB, a rebadged Opel Insignia with front-wheel drive and no V8, which is not really the same car in any way that matters.

General Motors retired the Holden brand completely in 2020. Australia’s Ford versus Holden rivalry, which had run since the 1960s, simply stopped having two sides.

What an SS costs now

Considerably more than most people expect, and more than this page used to say.

The SS has barely depreciated. Recent valuation data puts a 2017 model down only around 13 percent over nine years, and clean examples trade from the high $20,000s into the $40,000s depending on mileage, transmission, and condition. Manual cars command a clear premium. Low-mileage manuals in desirable colors have sold well past $50,000 at auction.

If you are shopping, three things matter more than the odometer:

• Modifications. Many have been tuned or supercharged. Stock, documented cars are worth paying up for.
• Bushings. The rear cradle and differential bushings wear, and the symptoms get blamed on other things.
• Records. These were enthusiast cars driven hard by people who knew what they had. A folder of receipts tells you which kind of owner you are dealing with.

For a wider view of what your money buys in this space, our guide to sleeper cars for any budget puts the SS in context against its rivals, and our roundup of American sleeper cars covers the domestic alternatives.

Final thoughts

The Chevrolet SS is the rare car that failed commercially for reasons that had nothing to do with the product. It was a genuinely great sedan sold badly, at the wrong moment, to a market that was busy buying something else.

Whether it counts as a muscle car is a separate argument, and one that turns on how strictly you define the term. Our piece on whether the Corvette qualifies as a muscle car lays out the definition, and by that standard the SS is closer to the mark than the Corvette is. It was a mass-market family sedan with the biggest engine that would fit.

Which is exactly what Pontiac did in 1964, and exactly what Holden had been doing for forty years by the time anyone in America was paying attention.

Fast facts

• The Chevrolet SS was a rebadged VF Holden Commodore, built in Elizabeth, South Australia.
• Its 6.2-liter LS3 V8 came from the C6 Corvette and made 415 horsepower and 415 lb-ft.
• A six-speed manual and Magnetic Ride Control were added for 2015.
• Roughly 12,860 were sold in the United States across four model years.
• The Pontiac G8 of 2008 and 2009 was the same basic car, one Commodore generation earlier.
• The SS served as Chevrolet’s NASCAR Cup Series body from 2013 to 2017.
• Australian car manufacturing ended when the Elizabeth plant closed in October 2017. The Holden brand was retired in 2020.

Common questions

Is the Chevy SS the same car as the Holden Commodore?

Yes. The SS is a VF Commodore with Chevrolet badging, built in the same Australian factory and shipped to the United States.

What engine is in the Chevrolet SS?

A 6.2-liter LS3 V8 producing 415 horsepower and 415 lb-ft, the same engine used in the C6 Corvette.

Did the Chevy SS come with a manual transmission?

From 2015 onward, yes. A six-speed manual was available, and those cars now carry a significant price premium.

Why is the Chevrolet SS so expensive used?

Low production, a Corvette V8, an available manual, and no modern equivalent. Fewer than 13,000 were sold, and nobody builds a rear-drive V8 sedan at that price anymore.

Was there a Chevy SS ute?

No. Holden built a Commodore Ute in Australia, but it was never sold in the United States under any badge. Pontiac planned a version called the G8 ST and cancelled it.

The post Holden Commodore and Chevy SS: The Australian Muscle Sedan Nobody Bought appeared first on WhichCar.org.

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Dodge built the original for five years and killed it. It spent six years selling something completely different under the same name, then killed that too, and left the badge in a drawer for a quarter of a century. When the Challenger finally came back in 2008, Dodge put it on one platform and left it there for sixteen years while the Mustang and Camaro each redesigned themselves two or three times over. Somehow the Challenger was the one still standing at the end.

Here is how it got there.

First generation, 1970 to 1974: late to its own party

Dodge showed up five years after the Ford Mustang invented the segment, which turned out to be terrible timing. By 1970, insurance companies had noticed what these cars were, emissions rules were coming, and fuel prices were about to do something unpleasant.

The car itself was excellent. It shared the E-body platform with the Plymouth Barracuda but rode on a 110-inch wheelbase, two inches longer, which gave it a longer hood and a more imposing stance. Dodge wanted a slightly more upmarket, more comfortable version of the same idea.

The engine list was enormous. A 225 slant-six at the bottom, then a 318, a 340, a 383, a 440 in both four-barrel and Six Pack form, and at the very top the 426 Hemi making 425 horsepower. A Hemi Challenger would run the quarter mile in the mid 13-second range, which in 1970 was extraordinary and today is roughly what a well-driven family crossover manages.

The R/T was available from launch, not added later, and it is the version that defined the car. Buyers could specify the Air Grabber hood, a Shaker scoop, a pistol-grip four-speed, and the High Impact paint colors with names like Plum Crazy and Go Mango. The customization was genuinely the selling point.

Then it collapsed. Compression ratios dropped for 1971, the Hemi and the 440 Six Pack were gone by 1972, and by 1974 the Challenger was a 360-powered coupe selling in small numbers. Dodge built roughly 165,000 across five years, which sounds respectable until you compare it to Mustang volume.

Second generation, 1978 to 1983: the one that was a Mitsubishi

This is the part most Challenger histories get wrong, including the earlier version of this page.

The 1978 Challenger was not a downsized Mopar. It was a badge-engineered Mitsubishi Galant Lambda, a captive import Dodge sold through its dealerships during the aftermath of the oil crisis. Front-engine, rear-drive, and powered by a four-cylinder: a 1.6-liter to start, with a 2.6-liter available and eventually standard.

No V8. No slant-six. No relation to the Volare or the Aspen. Plymouth sold the identical car as the Sapporo.

It was a competent, comfortable small coupe that had no business wearing the name. It sold reasonably well and is now almost entirely forgotten, which is probably the correct outcome. Dodge dropped it after 1983.

Third generation, 2008 to 2023: the long goodbye

Dodge revived the Challenger for 2008 on the LC platform, which shared its bones with the Charger and, further back, with the Mercedes E-Class from the DaimlerChrysler era. The styling was a close and unusually faithful read of the 1970 car, and it worked immediately.

It also stayed in production for sixteen years with one platform and one facelift, which is almost unheard of. The Camaro and Mustang each went through multiple full redesigns in the same window. Dodge just kept selling the same car and kept finding more horsepower to put in it.

2008 to 2014: establishing the range

The launch car was the SRT8 with a 6.1-liter Hemi making 425 horsepower. Volume models followed: the SXT with a 3.5-liter V6 at 250 horsepower, and the R/T with the 5.7-liter Hemi at around 370. The V6 was replaced by the much better 3.6-liter Pentastar in 2011, and the SRT8 moved to the 6.4-liter Hemi in 2011 with 470 horsepower.

2015: the facelift, and the Hellcat

The 2015 refresh brought a wider grille, LED lighting, a much-improved interior, and a new eight-speed automatic. It also brought the car that changed everything.

The SRT Hellcat arrived with a supercharged 6.2-liter Hemi making 707 horsepower, the most powerful engine ever fitted to a production muscle car at that point. Dodge shipped it with two key fobs, one of which limited output, and the internet lost its mind. Our explainer on the difference between a Hellcat and a Scat Pack covers how the trim ladder worked, and the piece on what SRT stands for explains the division that built it.

The same year brought something almost nobody expected: the Challenger GT with all-wheel drive, making it the only muscle car of its era you could reasonably drive in snow.

2018 to 2021: the escalation

Dodge spent four years finding increasingly unhinged ways to add power.

The 2018 SRT Demon was the peak of it. The supercharged 6.2 made 808 horsepower on pump gas and 840 on race fuel, and Dodge deleted the passenger and rear seats to save weight, then sold them back as one-dollar options. It ran 9.65 seconds in the quarter mile from the factory and was briefly banned from NHRA competition for being too fast without a roll cage. Only 3,300 were built. Our Demon versus Hellcat comparison gets into how far apart they actually were.

The Hellcat Redeye followed for 2019 at 797 horsepower, essentially a detuned Demon available to anyone with the money. The Super Stock arrived for 2020 at 807 horsepower with drag radials as standard equipment.

The Hellcat engine also escaped the Challenger entirely, turning up in the Charger, the Durango, and the Jeep Grand Cherokee Trackhawk, which remains one of the least sensible vehicles ever mass-produced.

2023: Last Call

Dodge announced the end and then spent a year throwing a wake. Seven Last Call special editions arrived across the Challenger and Charger, including the Black Ghost, the Shakedown, and the Swinger, each with a commemorative under-hood plaque.

The final one was the Challenger SRT Demon 170, with 1,025 horsepower running on E85. Our explainer on what E85 gas actually is covers why that fuel makes those numbers possible. Dodge claimed a 1.66-second 0-60 time, which is a figure that requires a prepared surface and a certain suspension of disbelief, but the 8.91-second quarter mile was real.

The last Challenger left Brampton, Ontario in December 2023.

A note on generation counting

You will see the 2008 to 2023 car described as two separate generations, with the 2015 facelift treated as the start of a fourth. It is not. The LC and LA Challenger is a single generation with a mid-cycle refresh, the same chassis from the first 2008 SRT8 to the last Demon 170. There are three Challenger generations, not four.

What replaced it

Not what everyone predicted. The Challenger nameplate is gone, but the Charger returned for 2024 as a two-door and four-door on a new platform, offered two ways.

The Charger Daytona is electric, with R/T and Scat Pack trims carrying the familiar names into a very different drivetrain. The Charger Sixpack uses the 3.0-liter twin-turbo Hurricane inline-six, available in standard and high-output form, which is the internal-combustion option for buyers who wanted one.

No V8, at least at launch. Whether that changes has been a live question since the day the new car was announced, and it is worth checking current news rather than trusting anything written more than a few months ago.

Should you buy a used one?

The third-generation cars are plentiful, which is unusual for something people already treat as a collectible. Sixteen years of production means real choice, and the ordinary V6 and R/T cars remain affordable.

The things to know before you shop are covered in our used Challenger pros and cons guide, but the short version is that these are heavy cars that eat tires and brakes, the 5.7 Hemi has a known lifter and camshaft issue worth investigating on any example, and the supercharged cars carry running costs that surprise first-time owners.

If you are cross-shopping, our Mustang versus Challenger comparison is the honest place to start. The Challenger was always the biggest, heaviest, and most comfortable of the three, and the least interested in corners. Whether that is a flaw depends entirely on what you want the car for.

Common questions

How many generations of Dodge Challenger are there?

Three. The 1970 to 1974 E-body, the 1978 to 1983 Mitsubishi-built import, and the 2008 to 2023 LC and LA car.

Was the second-generation Challenger really a Mitsubishi?

Yes. The 1978 to 1983 Challenger was a rebadged Mitsubishi Galant Lambda with four-cylinder engines, sold alongside the identical Plymouth Sapporo.

What was the most powerful Challenger ever made?

The 2023 SRT Demon 170, at 1,025 horsepower on E85 fuel.

When did the Dodge Challenger stop being made?

Production ended in December 2023, with 2023 as the final model year.

Is the Dodge Challenger coming back?

Not under that name so far. Dodge moved the nameplate strategy to the Charger, offered as an electric Daytona and as the Sixpack with a twin-turbo inline-six. Check current news for anything more recent.

The post Dodge Challenger Evolution: Three Generations of American Muscle appeared first on WhichCar.org.

From the classic first generation to the sleek and modern tenth generation, the Honda Civic continues to evolve and impress. It was first introduced in 1972 and has undergone several generations and design changes over the past five decades. Let’s see how it all changed.

1st Generation (1972-1979)

The OG Honda Civic hit the scene in 1972, and it was a compact car sensation! This baby was born in 1972 and was the perfect little compact car for the times. It had a petite body, but don’t let its size fool you – it packed a punch with its efficient little engine. It came in two flavors, the two-door coupe and the practical five-door hatchback, both of which were popular choices for consumers looking to save some gas money.

The interior was no-frills, but it was spacious enough to comfortably fit your whole squad. The engine options were modest, ranging from a 1.2L to a 1.5L four-cylinder, but it was enough to get you where you needed to go.  The first generation Civic paved the way for the Civic family we know and love today!

Key Generation Features:

• Could be had as a two-door coupe or a three-door hatchback
• A tiny but mighty 1.2-liter engine
• Compact and fuel-efficient design, the eco-friendly choice of the 70s!

2nd Generation (1980-1983)

The second generation Honda Civic arrived in 1980 and ran until 1983. It was larger and more sophisticated than the first generation and offered more engine options, including a 1.3L and 1.5L four-cylinder engine. The body style options expanded to include a four-door sedan and a wagon. The second generation Civic also featured improved fuel efficiency, better handling, and an updated interior with more modern amenities.

At this point, the Civic really hit its stride, earning a rep for being super dependable and easy to drive, all while packing a punch of excitement behind the wheel. The second generation set the stage for the Civic to become a household name and a staple in the automotive world. The Civic was now available in three-door hatchback, four-door sedan, and five-door wagon versions.

Key Generation Features:

• Roomier and more sophisticated interior
• Four-door sedan model made its debut
• Fuel efficiency and performance got a boost, go green!

3rd Generation (1984-1987)

Moving on to the third generation Honda Civic, which hit the scene in 1984 and brought some major changes with it!

Under the hood, you could choose from a range of four-cylinder engines, including a 1.3L, 1.5L, and 1.6L. And whether you preferred to row your own gears or let the car do the work, there were both manual and automatic transmission options available.

The third generation Civic was offered in the usual body styles, including a two-door coupe, four-door sedan, and wagon. And despite all the changes and upgrades, it still maintained that legendary Civic practicality and reliability.

Key Generation Features:

• Sleek, aerodynamic body design
• Fuel-efficient hybrid model available
• Improved handling and ride comfort

4th Generation (1988-1991)

The 4th Gen Honda Civic hit the scene in 1988, and it was all about sophistication and style. This was a complete overhaul from the previous generation and was introduced in 1988. With its debut in 1988, the Civic embraced a radical new curve-centric look that broke free from the previous generation’s rigid angles, injecting sophistication into its aesthetic.

Powering this Civic were either a 1.5L or 1.6L four-cylinder engine, and you could choose between a manual or automatic transmission.

But wait, there’s more! This was also the generation that introduced the Civic Si, a sporty and performance-oriented trim level.

Key Generation Features:

• Modern and sporty design
• High-performance Si model for speed demons
• Improved technology and safety features

5th Generation (1992-1995)

In ’91, the fifth-gen Honda Civic hit the streets with a sharper look and an upscale vibe that really turned heads. The ’91 Civic’s curves were not just about looks; they cut through the air with ease, enhancing its performance. Stepping inside, you’ll find the cabin’s been stepped up with top-notch materials and a slick design that amps up both roominess and comfort.

Popping the hood, you’d find a choice between two peppy engines: a 1.5L or 1.6L four-cylinder, both ready to pair up with your pick of manual or automatic shifting. Opt for the chic two-door coupe, spacious sedan, or the multifunctional wagon – each designed to meet your specific taste and practical needs with flair.

The new Civic was not only practical, but a total thrill to get behind the wheel. They tweaked the steering and suspension, so now it hugs corners tighter and turns a regular drive into something to get excited about. The Civic Si kept offering driving enthusiasts a sporty, performance choice. The fifth generation Civic built on previous models’ strengths.

Key Generation Features:

• Spacious and comfortable interior, perfect for road trips!
• Coupe model made its debut
• Fuel efficiency and performance received a boost

6th Generation (1996-2000)

Launching in ’96, the Civic made a splash with its streamlined shape and advanced style, signaling a new era for sleek sophistication on the road. The ’96 Civic embraced a bold, forward-thinking design with its aerodynamic lines and a sharper look that really made it stand out on the road. They didn’t just spruce up the exterior; inside, you’ll find higher quality materials that ramp up the comfort level and give you a bit more elbow room.

When it came to powering up, you had options like the 1.6L or 1.7L four-cylinder engines at your disposal, each offering its own brand of zest under the hood. For those who preferred a hands-on driving experience, manual transmissions were also on offer. You could pick from sleek two-doors, roomy four-door models, practical wagons, or the fresh-off-the-line hatchbacks!

But don’t be tricked by its practical side; the Civic still delivers a thrilling ride! They tweaked the steering, so now it zips around corners with a real zest that makes driving feel like a treat.

Key Generation Features:

• Redesigned with a more aggressive and sporty look
• Introduction of a hybrid model
• Improved technology and safety features

AutoKosmetx

7th Generation (2001-2005)

Ah, the 7th generation Honda Civic – a bold presence on the road that truly embraced diversity with its range of body styles, from hatchbacks to sedans and coupes.

You could pick from a variety of engines, like the fuel-efficient 1.7L four-cylinder or even go green with the hybrid option—ideal for the eco-minded driver. If you were the type who loved to feel every shift and take full control on the road, you could opt for a car with a stick shift. Whether you’re flying solo or bringing the crew, this car’s got your back with a sleek two-door coupe, a roomy four-door sedan, and an all-new hatchback that really ups its game in flexibility.

The Civic has long enjoyed mass appeal. Embracing its role as a crowd-pleaser, the Honda Civic garners the same level of admiration and recognition across the globe as chart-topping hits do in music—universal yet personal. Speeding through the ’90s, cars not only embodied raw power but also sparked our imaginations, much like how a well-spun tale can paint vivid pictures in our minds.

Even with its focus on practical features, the seventh-gen Honda Civic didn’t skimp on driving pleasure. Tweaked for even better road feel, the Civic now turns on a dime and amps up the fun factor when you’re behind the wheel.

Key Generation Features:

• Body got a makeover to be sleeker and more aerodynamic
• Options galore with a two-door coupe, four-door sedan, and five-door hatchback
• Engine upgrade to a 1.8-liter for extra pep in your step

8th Generation (2006-2011)

The 8th generation Honda Civic was all about style and comfort.  And to make it even better, the 8th gen Civic introduced a hybrid version that was kinder to the environment with improved fuel efficiency and lower emissions.

Engine options available for this Civic, included a 1.8L four-cylinder and a 2.0L engine for the Civic Si. And for those who liked to shift gears themselves, manual transmission options were available. Body style options included a two-door coupe, four-door sedan, and a hatchback.

The Civic’s handling was upgraded to be more nimble and engaging. Keen for a rush? The Civic Si stays true to form, offering an intense, spirited drive that’ll keep your heart racing.

In addition to its improved driving dynamics, the eighth generation Honda Civic was also more fuel-efficient and environmentally friendly. It was a great choice for those who wanted a practical and versatile car that was also eco-conscious

Key Generation Features:

• Interior got a major upgrade for maximum comfort
• Became a more eco-friendly ride with the introduction of a hybrid version
• Fuel efficiency and emissions improved for a greener driving experience

9th Generation (2012-2015)

The ninth iteration of the Honda Civic emerged, sleeker and more polished than its predecessors, echoing a legacy that evolves with time. The 9th generation Honda Civic catered to diverse tastes with its coupe, sedan, and hatchback variants. Ready for the cherry on top?  This car’s fusion of fuel efficiency and raw power mirrors that perfect adaptation we hope for when our favorite books hit the screen, capturing every detail just as we’ve pictured. The upgraded 1.8-liter engine, along with the Civic Si’s beefier 2.4L option, not only slashed fuel consumption but also ramped up performance, all wrapped in a sleek aerodynamic package.

The Civic’s ninth incarnation not only wowed with its fresh design but also brought the heat tech-wise, boasting Honda’s latest infotainment setup.

Safety took center stage for this generation’s Civic, nabbing top marks from the big-time safety watchdogs like NHTSA and IIHS.

The ninth-gen Honda Civic nailed it, keeping up its rep as a solid choice that’s both sensible and packs plenty of punch. Winning over consumers, the ninth-gen Civic bolstered its rep as the trusted and stylish ride that everyone wants to park in their driveway.

Key Generation Features:

• Refined and larger than previous generations
• Same car options with a two-door coupe, four-door sedan, and five-door hatchback
• Engine upgrade to a 1.8-liter for extra pep in your step
• Aerodynamic design for improved fuel efficiency and performance
• Spacious interior loaded with advanced tech and safety features

10th Generation (2016-2021)

The 10th gen Honda Civic hit the streets with flair, its sleek look and more spacious feel taking things up a notch for sedan enthusiasts. The redesigned Civic looked sharp inside and out. And we can’t overlook the Civic Type R’s debut, a souped-up variant that kicked the Civic’s agility and power up a notch. Beneath the hood of the Civic Type R, a robust 1.5-liter engine delivers serious power, elevating its driving dynamics to pure excitement on every turn.

Stepping up its game, the new Honda Civic rolls out with a sharp touchscreen and key safety features such as lane departure warnings and automatic braking—plus, it keeps you in sync with your digital world through Apple CarPlay and Android Auto.

The Civic’s handling was upgraded to be more agile and engaging. Seeking a more dynamic drive? The Civic Si is your go-to for that rush of adrenaline on the tarmac.

Key Generation Features:

• Larger and more sophisticated than previous generations
• Same car options with a two-door coupe, four-door sedan, and five-door hatchback
• Engine upgrade to a 1.5-liter for even more power
• Introduction of the high-performance Civic Type R

11th Generation (2022-Present)

Allow me to present the 11th generation Honda Civic – a true masterpiece that embodies style and innovation across its coupe, sedan, and hatchback models. You can get this sleek Honda Civic as a sporty two-door, a practical four-door, or a spacious hatchback for all your gear. But let’s dive under the hood where it really shines: the Civic is fitted with a mighty 1.5-liter engine that delivers serious zip.

Honda’s latest Civic model elevates the driving experience with a more expansive touchscreen, along with state-of-the-art safety features including adaptive cruise control and lane-keeping help – all paired with an upgraded infotainment system that’s smoother than ever.

With the Civic’s handling fine-tuned, it now masters sharp turns with a dynamic flair that elevates every journey. If you’re chasing an even zestier drive, the Civic Si stands ready to deliver a pulse-quickening experience. The Civic Type R amps up the excitement, delivering a driving experience that’s both intensely enjoyable and unmistakably sporty.

Key Generation Features:

• A two-door coupe, four-door sedan, and five-door hatchback are available.
• A more powerful 1.5-liter engine provides increased capability.
• The aerodynamic exterior coupled with a roomy interior optimizes both performance and comfort.
• Small businesses must carefully consider how to make every marketing dollar count.

So, for over half a century now, the Honda Civic has cruised its way into our hearts, evolving from the ’70s icon to today’s high-tech marvel. The Civic has long provided practical transportation at a reasonable price point.

Hunting for a ride that’s got flair, tech-forward features, or just oozes classic charm? The Honda Civic’s your go-to. The Honda Civic, starting as a modest newcomer and evolving into the embodiment of sleek design and advanced tech, remains a favorite on today’s roads.

The post The Evolution of the Honda Civic: From 1972 to the Present appeared first on WhichCar.org.

The allure of Ford's Mustang, an iconic embodiment of American automotive prowess, has bewitched enthusiasts worldwide since its inception in the swinging sixties.  The Mustang gallops ahead of the herd as a muscular icon that skillfully mixes power, handling, and value, always breaking new ground with ceaseless improvements.

1st Generation Mustang (1964-1973)

Born amidst the effervescent energy of the early 1960s, the Mustang swiftly ascended to the pantheon of automotive greats, creating a new niche in the market known as "pony cars".

The first generation Mustang, also known as the "1964½" model, was introduced to the public on April 17, 1964. Taking its roots from the compact Ford Falcon, the first-gen Mustang rocked a snazzy, small-sized design sporting an elongated hood and abbreviated rear. Whether you preferred a coupe or convertible, the first-gen Mustang had your back, offering engines like the 170 cubic inch inline-six and the beefy 260 cubic inch V8. Nicknamed the "Pony Car," this generation of Mustang set the standard for the sporty, compact design that would become a trademark of the Mustang. In the muscle car showdown, Mustang held its ground, squaring off against tough competitors like Camaro from Chevy, Barracuda from Plymouth and Javelin by AMC.

The Mustang went from a sporty little number to an absolute beast. An array of diverse engine options graced each iteration, exemplifying Ford's relentless pursuit of performance refinement. This relentless innovation empowered Mustang's consistent growth in size and power, pushing the boundaries of what a pony car could be.

2nd Generation Mustang (1974-1978)

The second generation Mustang, also known as the "Mustang II," was a significant departure from the first generation model. Though it was more compact, lighter and better on gas, the Mustang II sacrificed a bit of its muscle and lost some of its sports car vibe. When it came to picking an engine, you were faced with two choices: a smaller, compact 2.3-liter four-cylinder for efficiency or a robust 2.8-liter V6 if power was your priority. You could either go for a smaller, zippy 2.3-liter four-cylinder engine or ramp it up with the brawnier 2.8-liter V6 for that added oomph in your Mustang II. You had the choice between a smaller, compact 2.3-liter four-cylinder engine or stepping up to a meatier 2.8-liter V6 for your Mustang II.

Image from zero260

3rd Generation Mustang (1979-1993)

Fast forward to 1979, the Mustang roared back with a new lifeblood: the Fox platform. When it rolled out, this car's versatility went through the roof - it gave us a whole menu of engines to pick from, so drivers could find their perfect match. This strategic move proved instrumental, bolstering the Mustang's position as a versatile performance car and propelling it to new heights of popularity.

The third generation Mustang, also known as the "Fox Body" Mustang, was a return to the sporty design of the first generation model. The Fox Body Mustang packed some serious muscle under the hood compared to the underpowered Mustang II. When it came to powertrain options, you were spoilt for choice with three potent engines: You've got three zippy engines to choose from: the lively 2.3-liter four-cylinder, the balanced 2.8-liter V6, or take a ride on the wild side with the beastly 5.0-liter V8. You have the option to pick the agile 2.3-liter four-cylinder, opt for the well-rounded 2.8-liter V6, or rule the road with the monstrous 5.0-liter V8.  It competed with the Pontiac Firebird and Buick Grand National.

4th Generation Mustang (1994-2004)

The fourth generation Mustang, also known as the "SN-95" Mustang, featured a more rounded, aerodynamic design and a variety of engine options. The basic Mustang was packing a 3.8-liter V6, but the GT version stepped it up with a beefier 4.6-liter V8 engine under its belt. In this era, Ford launched the Mustang SVT Cobra - a souped-up Mustang variant sporting a robust 4.6-liter V8 powerhouse under its hood. The SVT Cobra became one of the most popular Mustangs of all time. Against competitors like the Chevy Camaro, Pontiac Firebird, and even the mighty Dodge Viper, it didn't flinch an inch.

5th Generation Mustang (2005-2014)

The fifth generation Mustang, also known as the "S-197" Mustang, featured a more retro design inspired by the first generation model. This model seriously upped its game, totally eclipsing the previous version with beefier 4.0-liter V6 and 4.6-liter V8 engines crammed under the hood. With this generation, we saw the birth of the Ford Mustang Shelby GT500 - a beast with a supercharged 5.4-liter V8 engine taking performance to new heights.  The Mustang GT500 competed with the Chevy Camaro, Dodge Challenger, and Dodge Charger as rivals in the muscle car segment.

6th Generation Mustang (2015-2022)

The sixth generation Mustang, also known as the "S550" Mustang, featured an all-new design and an updated powertrain. The basic version came with a 3.7-liter V6 motor, but if you wanted more power, the GT model packed a punch with its hefty 5.0-liter V8 engine. In this period, Ford also rolled out the adrenaline-pumping Shelby GT350 and GT350R Mustang models, both equipped with a potent 5.2-liter V8 engine. This Mustang era really hit it out of the park with its power, tech, and handling - truly one of the most decked-out 'Stangs ever made.

7th Generation Mustang (2023-Current)

Today, the Mustang stands proudly as a paragon of reliable performance. But the Mustang keeps selling like hotcakes because it hits the sweet spot between being affordable yet still plenty fast. The seventh generation Mustang, also known as the "S650" Mustang, features a more aerodynamic design and new technology. The standard Mustang packs a 2.3-liter EcoBoost 4-cylinder engine, but if you opt for the GT version, you're getting a beefy 5.0-liter V8 under the hood. Additionally, you've got the option to rev up a Shelby GT500 in this line-up, boasting a beefy 5.2-liter supercharged V8 under its hood.

To quote Carroll Shelby, "I've always been asked, 'What is my favorite car?' and I've always said, 'The next one.'" We believe the Mustang, in its continual quest for perfection, echoes this sentiment perfectly.

Image source: Road and Track

Ford Mustang FAQs

Why are Ford Mustangs so inexpensive?

Ford aimed for the Mustang to be a budget-friendly powerhouse, consistently keeping prices low even if it meant using old-school tech like live rear axles. Mustangs sold well, so there is always a significant supply on the used market, keeping costs low.

What is the lowest-priced new Mustang? Before you add upgrades, the base Mustang normally costs roughly $28,000.

Is the Ford Mustang a good car?

Yes, and it has (nearly) always been. The Mustang has been a reliable grin-generator since its launch in 1964, with the exception of the Mustang II, which was focused on economy. Though craftsmanship was not historically a strong attribute for Ford, Mustangs are generally well-built vehicles that bring large smiles.

Mustangs, are they dangerous?

Though modern Ford Mustangs have a slew of active safety measures, higher-end models have a mix of high horsepower and rear-wheel drive that may make them a handful in wet or snowy weather—and "dangerous" in the hands of inexperienced young drivers. Unfortunately, their low price makes them accessible to younger drivers, hence they have a higher crash rate than other vehicles.

What is the fastest Mustang?

Ford claimed a top speed of 200 mph for the 662-hp 2013 Shelby GT500, however it would take a long way to get there. The 2020 Shelby GT500 has 100 horsepower more, so it should be faster in theory—but Ford electronically limited its top speed at 180 mph. The top speed of most other high-performance Mustangs is 155 mph.

Are Mustangs cheap to maintain?

For sure, that's spot on. Apart from the occasional oil change, today's Mustangs don't need much upkeep. Because there are so many older Mustangs around, it's easy to find replacement parts and mechanics who know how to work on them.

The post Ford Mustang Evolution: A Legacy of American Muscle and Performance appeared first on WhichCar.org.

The First Generation Camaro (1967-1969)

The first generation Camaro featured a sleek, muscle car design with a variety of engine options, including the V8 engine. It was offered in several trim levels, including the SS (Super Sport) which featured a high-performance engine and suspension. Engine options for this generation were a Small-block V8 or Big-block V8. The first-generation Camaro’s strong engine and sleek styling were lauded, but its fuel efficiency and interior room were derided. This sporty two-door coupe or convertible was designed to appeal to younger drivers and to compete directly with the highly successful Ford Mustang. The Camaro was a total hit thanks to its sweet performance, bitchin’ style, and not-too-shabby price tag.

The First Generation Camaro was sleek and aerodynamic. With its long hood and short deck, this car looked fast even when it was standing still. The Camaro’s top-notch performance capabilities perfectly matched its slick design. Whether you wanted the basic inline-six or craved the thrill of a potent V8, there was a Camaro engine that had your name on it.

• Pros: Strong engine, sporty design, variety of trim levels
• Cons: Lack of interior space, poor fuel economy

In addition to its impressive performance, the First Generation Camaro was also very affordable. Whether you were looking for a simple coupe to get you from point A to B or an adrenaline-pumping convertible for your weekend adventures, the Camaro had it all.

The First Generation Camaro was a true masterpiece of automotive design and engineering.

But the First Gen Camaro became an instant classic muscle car with its bold style, V8 power, and affordable price. Its bold style, potent powertrains, and cost-effectiveness quickly made it a hit with car lovers and its popularity endures even now. Whether you’re into classic muscle cars or just appreciate amazing design and engineering, you have got to check out the First Generation Camaro! But man, that First Gen Camaro is just the coolest; it’s a total classic muscle car that still makes people freak out when they see one.

The Second Generation Camaro (1970-1981)

The Camaro’s second generation, which spanned from 1970 to 1981, built upon the established reputation of its predecessor. The Second Gen Camaro’s swooping lines and widened stance made it a total muscle car boss, giving Chevy major cred for making such an affordable yet beastly ride.

The most notable changes from the first generation Camaro was its newer aggressive design. With a longer hood, a wider stance, and sharper lines. The redesigned Camaro had a cooler look and performed better. The updated Camaro design made the muscle car look cooler than ever.

• Pros: Improved handling, updated design, variety of engine options
• Cons: Lack of interior space, poor fuel economy

In addition to its new design, the Second Generation Camaro was also improved in terms of performance. Owing to its beefy engines, notably the 350 V8, the Camaro packed a punch with speed and agility. With these souped-up engines and enhancements to the suspension and brakes, the Camaro morphed into an all-around beast of a performance car.

A big selling point of the Second Gen Camaro was that it didn’t break the bank. Despite its serious muscle and speed, the Camaro still managed to charm young drivers hunting for a cool yet budget-friendly sports car. The Second Gen Camaro was crazy popular because it gave everyday folks a chance to drive a sick muscle car for cheap.

The Second Generation Camaro was a total badass muscle car that every gearhead wanted back in the day. With its aggressive looks, powerful engines, and affordability, it quickly became a favorite among car enthusiasts and remains popular to this day. If you’re into classic muscle cars or just appreciate the amazing design and engineering that went into this ride, then you gotta check out the Second Generation Camaro! This timeless beauty continues to win over both casual drivers and car buffs alike, cementing its place in the heart of automotive passion.

The Third Generation Camaro (1982-1992)

The Third Generation Camaro, which graced us between 1982 and 1992, was like a blast from the past with its lineage tracing back to the first and second generation models. The 1982-1992 Camaro was a sick throwback to the classic muscle cars of the 60s and 70s, with its sleek new look and affordable high-performance engine showing Chevy was still all about building badass yet affordable rides for gearheads who loved speed.

The Third Gen Camaro really upped its game with a fresh, aerodynamic style that rocked sleek curves and low lines for a sharper, more streamlined look. The new Camaro design made it look slick and improved its aerodynamics so it handled great and got better gas mileage.

The Third Gen Camaro was a legend with some insane engine options like the 5.0L V8 and the 5.7L V8. Moreover, with its top-notch suspension and brakes, it was a real beast on the road that could go toe-to-toe with any speed junkie.

And let’s not forget about the affordability factor – even though the Camaro was a powerhouse, it still remained accessible for many young drivers who wanted a sporty car without breaking the bank.

• Pros: Improved handling, updated design, new engine options
• Cons: Lack of power compared to previous generations

Why settle for just any car when you can have a Camaro? This beast, adored by many, effortlessly nailed the trifecta of sleek aesthetics, powerful performance and wallet-friendly cost. The Third Generation Camaro hit a sweet spot with car buffs everywhere, making hearts pump and heads spin – a timeless beauty that’s still a fan favorite. So, rev up those engines and let’s take a ride back in time with the Third Generation Camaro!

The Fourth Generation Camaro (1993-2002)

The Fourth Generation Camaro, produced between 1993 and 2002, was a total boss on the road and the epitome of cool. The 1993-2002 Camaro had a bold new look while still packing serious muscle under the hood.

Often referred to as the “Catfish” Camaro in the car community, this car had a rounded body style, smooth lines and that iconic wide grille. The new rounded body style and smooth lines of the “Catfish” Camaro not only looked slick, but the improved aerodynamics also let it handle way better on the road.

• Pros: Improved handling, updated design, new engine options
• Cons: Lack of power compared to previous generations

Under the hood, the Fourth Generation Camaro was packing heat with a range of powerful engine options. The 3.8L V6, 5.7L V8, and the high-performance SS model with its 6.2L V8 were ready to roar and leave the competition in the dust. The Fourth Gen Camaro could really move with those powerful V6 and V8 engines, and the improved handling meant it took corners as sharply as its looks.

The Fourth Generation Camaro was also a budget-friendly option for drivers looking for a sporty car that wouldn’t drain their bank account. The fourth-gen Camaro was a real head-turner, offering up a sleek and aerodynamic style paired with powerful engines – all without breaking the bank.

The Fifth Generation Camaro (2010-2015)

The Fifth Generation Camaro, produced between 2010 and 2015, was the comeback kid of the muscle car world. This Camaro returned with a new look and a lot of attitude after a brief 8-year hiatus.

The Fifth Gen Camaro really turned heads with its daring and gutsy style. Sporting razor-sharp lines, a daring front look, and high-tech LED lights, this Camaro was engineered to make heads swivel. And let’s not forget the choice between a hardtop or convertible body style, making this muscle car the ultimate ride for sunny days or cruising under the stars.

• Pros: Aggressive design, powerful engine, new technology features
• Cons: Lack of interior space

The Fifth Generation Camaro was a powerhouse with engine options like the 3.6L V6 and the insane 6.2L V8, this baby had some serious power! With its souped-up brakes and suspension, this Camaro didn’t just drive – it owned the road with an exhilarating performance.

But let’s not forget the interior – the Fifth Generation Camaro was decked out with high-tech features and luxurious materials that made it a joy to sit inside. From the comfortable seats to the modern infotainment system, this muscle car was ready to pamper its passengers in style.

Wrapping it up, the Fifth Generation Camaro hits all the sweet spots—it’s got killer style, an array of beastly engines to pick from, and a lavish interior that simply radiates comfort. The fifth-gen Camaro’s bold styling and brawny V8 brought the muscle car icon roaring back to life.

The Sixth Generation Camaro (2016-2020)

The 6th Generation Camaro is the latest addition to the popular sports car lineup from Chevrolet. This beauty’s not just a looker, it’s built for the track and guaranteed to turn heads whether you’re cruising city streets or burning rubber on race day. But what makes the 6th Gen Camaro so special? But the 6th Gen Camaro stands out with its more aggressive look, shorter and narrower body, and lighter weight that makes it nimble on the track.

This current gen knows how to differ from its predecessor, the 5th Generation Camaro. While it may look some what similar, but it has a more aggressive grille and front end, and it’s also 2.3 inches shorter, almost an inch narrower, and 1.1 inches shorter in height. The 6th Gen uses a similar engine and equipment to the 5th Gen Camaro, but it’s about 200 pounds lighter, which stay sharp and responsive on the track. Honestly, what’s not to be completely smitten with?

So, if you’re looking for the finish line, the 6th Gen Camaro is your top pick with its killer mix of speed and style. If you’re looking for a ride that’ll make you feel alive, look no further than the 6th Gen Camaro (especially the SS or ZL1 packages)! Although the Camaro’s muscular design and powerful engine make it an absolute thrill to drive, the lack of interior space and poor visibility are definite downsides.

• Pros: Muscular design, powerful engine, advanced technology features
• Cons: Lack of interior space, poor visibility

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