Pontiac Firebird

Musclecars. They were the pride of the '60s, the bane of the '70s, the comeback kids of '80s, and the survivors of '90s-much to the surprise of many. In spite of the fact that our world, and our cars, have been revolutionized a dozen times since the days of LBJ, the Beatles, and 30 gasoline, most of today's musclecars remain true to the formula first struck upon by that original '64 Pontiac GTO: a big, rumbling V-8 stuffed in a relatively light, rear-drive American chassis. And that tried-and-true formula still works nearly four decades later.

Yes, there have been changes. Electronic, multiport fuel injection has completely replaced the notion of something so quaint as three two-barrel carburetors, and you won't find any points, condensers, or rotors in the distributors (actually, you won't find many distributors anymore either). Today, a third of today's muscle-bound roundup are trucks-a thought that'd be beyond laughable 35 years ago.

Now, let's answer a few of your questions right up front:

"Why no Vettes or Vipers?"
We wanted to keep this comparo around the $30K mark, as bang-for-buck has always been a true, American musclecar mantra.

"Why no SVT Cobra?"
The GT is a better performance value.

"What's with the Grand Prix? You call that V-6 front-driver an honest-to-crankshaft musclecar?"
Wake up, folks-with 240 supercharged horsepower, it's in the same output range as the Mustang and Dakota, so why not? Can front drive play in this game? We'll see.

Enough blather. Let's burn rubber!
-Matt Stone

Chevrolet Camaro SS
Musclecar History: Loud And Clear/By Matt StoneYou don't have to look very hard to find the muscle/ponycar DNA in the Camaro SS. It's there in spades: a rumbling overhead-valve V-8 and a stick-shift tranny, packed in a low slung, distinctly American 2+2. Just like the Z28s and SSs of 30 years ago. No gizmo-actuated variable-valve timing, no overhead cams, no independent rear suspension, no BS. The honest-to-quarter-mile musclecar goods, and one of the last examples on the market that can make the claim of being a true descendant of what it's been from, well, its beginning back in '67.

There are few changes to the SS from last year: the addition of redundant audio controls on the steering wheel, an optional 12-disc CD changer, new interior fabrics, and new wheel designs (for all Camaros, actually). The all-alloy 5.7-liter LS1-derived drivetrain remains, in 305 horsepower form for the Z28, and an almost Vette-like 320 horses in SS trim. Both now meet LEV standards, which is pretty amazing, considering the smoggy "death" of performance 25 years ago. Adding the SS Performance/Appearance package to a Z28 delivers fiberglass cold-air induction hood, low-restriction dual exhaust system with 2-inch tailpipes, Goodyear's top-of-the-line F1 GS radials on SS-specific 17-inch wheels, stiffer suspension, power steering cooler, and SS-specific rear spoiler. Quite a goody basket for $4000.

This thing's got torque everywhere: It comes off the line hard and keeps on pulling-just look at the numbers (though no one could explain why our identically powered Trans Am test car was markedly quicker). GM's LS1 is one of our favorite powerplants, the SS intake and exhaust systems just letting it breathe that much better. And it sounds wonderful. It's very smooth for an overhead valver, and quite docile if you're so inclined. The easy-to-snick six-speed means you have a gear for any occasion, though the 0.50-geared sixth is a taller overdrive than is useable under about 100 mph.

There's plenty of stick on the skidpad, too, though from a sophistication standpoint, you won't confuse its handling with that of a Ferrari 360 Modena. The solid rear axle is relatively well behaved, unless you hit a big bump in the middle of a fast corner; that brings on a little dancing at the back. Musclecars of yore would be seriously jealous of the Camaro's brakes these days: lots of stopping power and little fade, even on the racetrack.