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Pontiac thought it might sell 5,000 the first year and ended up moving over 32,000. General Motors’ “Wide-Track” division was well known for performance, but it was clearly on to something new here. It’s as if most every performance trend of the preceding 15 years had been leading to this one car. The 1964 Pontiac Tempest GTO lit the fuse on the muscle car boom by giving the small-car, big-engine ethic a cool identity.

The ’61 Chevys introduced a svelte new rear roofline. Ford’s new-for-1960 Galaxie Starliner hardtop was the same idea. Though neither was designed particularly for racing, “aero” styling like this proved crucial on NASCAR’s new high-speed ovals, where a few extra mph could mean the difference between first and second place. The American car landscape itself had expanded in 1960, when Detroit introduced small economy compacts to supplement traditional full-size “standard” models. And the fun had only just begun.

Meanwhile, Ford and GM locked horns in a new performance battle royal. 302 “5.0.” V-8. Horses numbered 157, which seemed muscular only by comparison with late-’70s Mustangs. Ford rolled in a new Mustang GT for 1982 with a revived H.O. 2007 Publications International, Ltd. Pony cars were the natural weapons of choice. It was as if the ’70s had never happened. GM fired back that same season with a sleeker, trimmer third-generation Camaro and Firebird sporting an available 165-bhp 305 V-8.

2007 Publications International, Ltd. 1940s. Names like Hurst (shifters), Edelbrock (manifolds), Iskenderian (camshafts), and others were well known to gearheads from car magazines and prominent race-car logos. By the end of the decade, the industry had grown so large that it formed its own trade group, first called the Speed Equipment Manufacturers Association, later the Speed Equipment Market Association (SEMA). In the ’60s, these parts-makers boomed as never before, which prompted even more companies to weigh in. But there was another side to the muscle car scene — and man, was it groovy.

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