Come join us for the 28th Annual Cobblestone Nationals Car Show next Monday, May 30 from 8 a.m to 5 p.m. It will be hosted here at Fast Lane Classic Cars. This is open to everyone and car registration will be from 8:00 a.m. to 11:00 a.m. Pre-registration is $15 and day of registration is $20. Our campus is located at 427 Little Hills Industrial Boulevard in St. Charles, Missouri. 

With more than 25 categories listed below, you're sure to find the perfect class to showcase your car or motorcycle. Continue scrolling and you'll see the enormous turnout we had at last year's show and some of the beauiful classics that were on display ranging from customs to Cobras to Corvettes. 

While taking in the view, indulge in delicious wings from Gettemeier's Bar & Grill, or burgers, brats and desserts from our many other food vendors. MarineMax from Lake of the Ozarks will also be in attendance with a five boat display to wet your appetite just in time for summer, and a representative will also be selling tickets for the upcoming 18th annual Wing Ding Fundraiser. With more than 300 cars on display, the Cobblestone Nationals will be fun for the entire family and a show you're likely never to forget!

 

Custom Or Modifed 55-56-57

Street Rod Through 1949

Custom Corvette 1953-1982

Custom Corvette 1984-Date

Custom Mustang 

Custom Mopars 1964-1974

Custom Trucks- All Mini Mid, All PT Cruiser, HHR, Scion XB

Custom Trucks- All Full Size, 4X4, Van, SUV

Custom 1950-1959

Custom 1960-1969

Custom 1970-1985

Custom 1986-Date

Custom Camaro Firebird, TA

Custom Sport Compact - All

GTO 1964-1974

Stock Camaro, Firebird, TA

Stock Mustang

Stock Corvette 1953-1982

Stock Corvette 1984-Date

Stock Antique 1900-1949

Stock 1950-1966

Stock 1967-1979

Stock 1980-Date

Retro 2005-Date Camaro, Challenger, Charger, Mustang 

Stock Truck- All Mini Mid, Full, 4X4, Van, SUV

Pro Street- (Tubbed, Rollbar, or Engine Through Hood)

Custom Bikes (All)

 

With perhaps the most storied racing past in all of motorsports history, the high-performance Ford GT40 produced from 1964 to 1969 is widely recognized as one of the most successful sports cars of all time.  After winning Le Mans for four consecutive years and proudly earning the title of the “Ferrari Slayer,” the GT40 had achieved legendary status and secured its place in automotive racing history.

Even after production ceased, enthusiasts were continuing to modify and race GT40s well into the beginning of the 21^st century. Whether it was their iconic styling or snarling V8 growl, there was something about the GT40 that simply couldn’t be replicated.

Ford recognized the growing popularity of road course and endurance racing and decided to throw its hat into the ring once more in 2005 with the reintroduction of its iconic mid-engine two-seater. 

Though its name may have been shortened, the all-new Ford GT had the styling and performance that lived up to the lofty expectations left behind by its predecessor. Sure, the carbureted 427 cubic-inch V8 was long gone, but there weren’t many complaining when enthusiasts heard what was taking its place.

A 5.4-liter dual-overhead cam Modular V8 would power the new Ford GT with the help of a Lysholm twin-screw supercharger to make things just a little more interesting. Located only inches behind the driver’s headrest, the Lysholm’s snout produces a raucous whine so loud you'll think a rabid hyena was set lose in the cabin beside you. 

Rated at an astonishing 550 horsepower and 500 pound feet of torque, it packs a much larger punch than the original GT40. A zero to sixty sprint can be completed in under four seconds, while the quarter-mile whirls by in the mid 11-second territory.

Its gaudy straight-line acceleration numbers aside, the GT is even more impressive on the open-road with its tuned suspension purposefully designed for the race track. The GT’s ridged aluminum construction and aggressive Dynamic Suspensions coil-over shocks allow you to accelerate through corners at speeds you would never imagine possible. The brakes are up to the task too, as four-piston Brembo calipers on the front and rear work to combat fade during long track sessions. After all, this is an endurance racer we’re talking about.

With only 7,775 miles, this Tungsten Grey Metallic 2006 Ford GT is immaculate and without question one of the nicest we’ve ever come across at Fast Lane. All of the boxes were checked when the car was ordered, as it's fully optioned with the McIntosh sound system, racing stripes, light weight forged aluminum wheels and grey painted brake calipers for an additional $13,500 added to the MSRP.

As you can imagine, the desirability of 2005 and 2006 GTs will only continue to increase with a new generation set to debut in 2017. Ford’s 3.5-liter EcoBoost V6 engine, much to the dismay of traditional purists, will power the new model and effectively end its V8 ancestry. 

Ford’s low production total of only 4038 cars over the two-year period and sacred V8 lineage ensure that prices will only continue to climb. Without a doubt, the Ford GT is one of the most collectible late model American cars to date and one of the safest investments moving forward. With collectors pouncing on the nicest remaining examples in the industry, don’t wait before it’s too late! The time to purchase is now. Come to Fast Lane Classic Cars and experience Ford’s iconic supercar for yourself! 

 

While zero-to-60 and quarter mile times may have dominated the majority of magazine headlines in the late 1960s, auto enthusiasts were becoming increasing adamant in their desire for better handling cars. 

Led by the increasing popularity of the SCCA Trans-Am series, competitive road racing showed spectators that driving fast in a curved line could be just as fun as the drag strip, if not more so.

Speed was certainly still part of the equation, but achieving a better balance was key. That’s exactly what Larry Shinoda intended to do with the creation of the Ford Mustang Boss 302 in 1969.

The pressure was mounting, as the bar had already been set high by General Motors. Shinoda knew that Chevrolet was already ahead in the ride and handling department with the Camaro tearing up the racetrack and beating the Mustang on a regular basis. Fortunately, the Trans Am circuit provided the ultimate stage to even the score. 

After the Camaro won the series championship in 1968, the arrival of a track-ready ‘Stang could not have come any sooner to restore good faith in the Blue Oval brand. To legally compete in the series, Ford had to also build a production version of the Boss 302 that would be available to the public. 

Though Ford’s tunnel port Windsor V8 was largely disappointing at the racetrack, a high-lift camshaft, Holley carburetor and modified 351 Cleveland heads with enormous intake valves provided just the boost needed to propel the Mustang back into relevancy. At just 302 cubic inches, race-ready versions of the Boss 302 were rated at a herculean 470 horsepower. So much for the old saying “there’s no replacement for displacement.” 

To keep insurance costs down, production versions were modestly rated at 290 horsepower and 290 pound-feet of torque. Though it was designed with road racing in mind, a 6.9 second zero to 60 time and 14.6 second quarter mile pass revealed you could still play spoiler at the drag strip too.

Its improved handling was aided by wide Goodyear F60-15 rubber mounted on seven-inch wide wheels to give the Boss 302 a larger contact patch. Special front and rear fenders were made to accommodate the wider stance. Improved weight distribution lightened the load on the front suspension, while softer front springs stiffer rear leaf springs helped reduce understeer.

Production of the Boss 302 only lasted two years with 1,628 units built in 1969 and 7,014 built in 1970. In its final year of production, the Boss 302 rightfully found its way into victory lane when Parnelli Jones won the SCCA Trans-Am Championship.

Nearly a half century later, the legacy of the Boss 302 has not been forgotten. Due to its storied racing history and renown popularity, Ford resurrected the historic moniker in 2012 for another two-year production run.

But like any sequel, it was never quite like the original Boss. Collectors are now jumping at the opportunity to add Ford’s iconic Z28 killer to their stable as correctly restored examples are quickly disappearing. Head down to Fast Lane  today and experience the Boss 302’s track-ready handling for yourself. Available in either Calyspo Coral and Grabber Blue, these ponies are ready to run!

In a sport truck segment long removed from its biggest household names, enthusiasts no longer have a plethora of options to satisfy their performance desires.  

Sure, the demand for a next-generation sport truck may seem widespread if you read the yearly pleas from automotive publications. But the sad truth is manufacturers aren’t going to waste their time meddling in a niche segment with low projected sales numbers. 

With dealership lots out of the question, sport truck enthusiasts are forced to look elsewhere. You can try your luck with Craigslist, but odds are you’re going to find a lot of modified pickups that have been driven hard and put away wet.

That’s where we come in. If you’re looking for a truck capable of hauling a lot more than cargo, look no further than our 1990 Chevrolet 454 SS with only 43,750 original miles.

In a sea of Ford Lightnings and Dodge Rams, this Chevy is sure to stand out from the crowd. It’s onyx black paint, lowered suspension and wide stance give the 454 SS a menacing appearance. If the Buick Grand National was built to be Darth Vader’s weekend toy, then the 454 SS was purposely designed to haul it to the track. 

Plush Garnet Red cloth upholstery and high back bucket seats spruce up the interior, while Bilstein shock absorbers and a fast-ratio steering box dramatically improve the ride and handling.

You don’t have to search long to find the appeal of this sport truck, as it’s easily found in 454 cubic inches of iron beneath the hood. Yes, just like the infamous Corvettes and Chevelles that came before it, now you can enjoy Chevrolet’s iconic big-block V8 in a regular cab, short-box pickup. Though the carburetor may be long gone, its legendary performance still remains.

The introduction of the 454 SS marked the first time Chevrolet’s big-block V8 from its full-size truck lineup would be available in a C1500. At the time of its release in 1990, news of the 230-horsepower sport truck certainly caused quite the commotion. But it was the engine’s herculean 385 pound-feet of torque at only 1,800 rpm that told the real story.

With a three speed automatic transmission paired to limited slip differential and 3.73 gears, the 454 SS was capable of leaving a pair of black stripes even longer than its big-block predecessors. Zero to sixty rushes by in under eight seconds, which was Mustang GT territory at the time.

With just under 17,000 units sold during its four-year production run, finding a pristine unmolested example is becoming an impossible task. With today’s sport truck segment near extinction, the appeal of 454 SS continues to grow and prices continue to climb.

If performance with a pickup bed is what you seek, don’t hesitate.  If I’ve learned anything in the eight months I’ve worked here, it’s that trucks in this condition don’t last long. Come to Fast Lane Classic Cars today for your test drive.

With temperatures dropping and the impending threat of snow just around the corner, your highway commute to work could soon get a little dicey.

Sure, you can take the family sedan to the dealership and install a set of winter tires like the infamous Bridgestone Blizzaks. Or maybe you're old fashioned and choose to load the bed of your half-ton pickup with tractor tires and bags of sand. That might be enough for some, but it doesn't exactly inspire confidence plowing through snow in sub-freezing temperatures. Here at Fast Lane, we have a much better solution.

Allow us to introduce the 2004 Excursion -- Ford's answer to all things mother nature. Whether you're facing a foot of snow, mud or even the most rugged off-road terrain, this Excursion is ready to plow through anything in its path.

Though four-wheel drive certainly helps, its off-road tenacity is aided by the potent powertrain lurking beneath its hood. It's true the Excursion was offered with both the Triton V8 and V10 gasoline engines, but the PowerStroke was always the most desirable option.

If it isn't already apparent browsing through our inventory, we're all about performance at Fast Lane,  and this Excursion is no exception. With a 6.0-liter PowerStroke V8, towing and passing will be a breeze with more than 325 horses at your disposal. 

While its horsepower rating is impressive nonetheless, it's the 570 pound-feet of neck-snapping torque that enables Ford's turbodiesel engine to deliver truly exhilarating performance. 

Built on Ford F-250 Super Duty truck chassis, the Excursion was heralded as the largest sport utility vehicle in the world at the time of its release. But that wasn't enough, as this Excursion deserved to look even more imposing with a suspension lift that towers above other vehicles on the road. Aftermarket 20-inch Ballistic powder coated wheels and all-terrain Kanati Mud Hog rubber add to the Excursion's aggressive off-road persona.

Though its rugged appearance may deceive you, this Excursion is actually equipped with an assortment of luxury amenities from the factory. The Eddie Bauer trim level features two-tone leather seats and wood trim that truly give the Excursion an upscale look.

Automatic headlights, park assist and electronic climate control are especially convenient, while the rear entertainment system with fold down screens is sure to keep the kids entertained.

With only 110,XXX miles accumulated in 12 years, this low-mileage Excursion is just warming up for many more years of off-road fun. Don't wait until spring to get the party started!

 

When it comes to the most collectible American cars of the 1980s, the IROC Camaro, Trans Ams GTA and Fox Body Mustang GT come to mind. Their muscular looks and rumbling V8 engines are a hit with collectors and remind enthusiasts that although the muscle car era had come to an end, performance was still alive and well.

But with ever-increasing fuel efficiency and emissions standards, these V8-powered pony cars weren’t quite what they used to be. Sure, they were quick, sporty and handled better than ever. But the gut-wrenching torque of their big-block ancestors was long gone. While Chevrolet, Pontiac and Ford were making a futile attempt to resurrect the glory of decades past, Buick was looking toward the future with an experimental powertrain of its own. 

With a turbocharged version of its famous 3.8 liter V6, Buick set out on a quest to create a new engine that blended modern fuel economy standards with muscle-car worthy performance. The potent powerplant was offered in various models across Buick’s lineup including the Century, LeSabre and Riviera. But most enthusiasts would agree that its ideal placement was under the bulged hoods of the G-Body Regals from 1978 to 1987.  

Many improvements were made over the engine’s 10-year life span, with the first notable breakthrough occurring in 1984. The introduction of sequential fuel injection and a distributorless ignition boosted output to 200 horsepower and 300 pound-feet of torque.

While just over 200 Grand Nationals were technically built in 1982, the model’s true unveiling occurred in 1984 with all new blacked-out trim and special badging. For the first time since the Skylark Gran Sports were discontinued in 1972, Buick was seen as a performance brand once again. 

A modified engine design featuring an air-to-air intercooler was introduced in 1986. This transformed the Grand Nationals and Turbo Regals from fairly quick sleepers to the fastest American production cars available. In its final year of production in 1987, all Grand Nationals and Turbo Regals were rated at 245 horsepower and 355 pound-feet of torque.

While the Grand National initially had a larger following due to its menacing all-black appearance, the Turbo Regals are becoming just as sought after by collectors due to their unsuspecting looks and sleeper potential. Though the drivetrain and performance specs were identical, the Turbo Regals were arguably even faster than its sinister siblings from the factory because of its lightweight aluminum wheels. The Grand Nationals came with chrome steel mag wheels that were more stylish, but also much heavier. 

Turbo Regal owners aren’t your typical muscle car enthusiasts. They’re most likely not going to wow any judges at car shows or impress their friends with their car’s low-key appearance. You may even have to answer the common question of what possessed you to bring your grandfather’s Buick to the racetrack.

But that’s okay. The Turbo Regal is the muscle car of choice for the reserved enthusiast. Just like their Buicks, these owners prefer to fly under the radar and have all of the attention directed elsewhere. While its G-Body stablemates seemingly valued form over function, the Turbo Regals delivered unmatched performance.

While its understated looks and hushed exhaust tone enabled the Turbo Regal to be the perfect sleeper on the street, the desirability to own one is spreading like wildfire for enthusiasts and collectors alike. More than a quarter century later, the Turbo Regals and Grand Nationals have quietly become the most sought after classic cars of the entire decade.

Take a ride for yourself at Fast Lane, and you’ll feel the overpowering surge of boost thrust you backward harder than a blow from Mike Tyson. Time after time, the Buick will leave challengers standing still at stoplights with puzzled looks and shocked expressions. You’ll find the role of underdog exhilarating and the victory that much sweeter. It’s the Turbo Regal way.

I’ll be the first to admit, I often catch myself daydreaming while flipping through pages of unobtainable supercars in the latest issue of Motor Trend and Car and Driver. While it’s satisfying to picture myself behind the wheel, the odds of one day taking ownership of one is less likely than scoring a date with Kate Upton.

Instead, I’ll have to settle for a 1:18 scale diecast model of the car on eBay or a new poster to hang in the man cave. Now that’s great and all, but what about taking my new Ferrari 458 Italia for a test drive? 

I fire up the Playstation and start button smashing on Gran Turismo of course! And just when you thought I didn’t have all of my bases covered…

While this lifestyle is certainly less damaging to my bank account, it never satisfies my craving to pilot a supercar. If you’re an automotive enthusiast like me, I’m willing to bet that you feel the same way.

Though many fail to realize it, you don’t have to have a six-figure income to score a set of keys. You don’t even have to be wealthy at all.

That’s because the C5 Corvette is one of Fast Lane’s best-kept secrets. It’s America’s most affordable blue-collar supercar and perhaps the best bang-for-your-buck value in the classic car industry.

You won’t have to take out a second mortgage on the house, and your children’s college education funds can remain completely intact. Best of all, you can drive away in one today for less than a loaded 2015 Toyota Camry. 

Tell the kids they can take the bus to school. Blame it on a midlife crisis! Regardless of your justification, the C5 Corvette is a stylish supercar that will surely turn heads wherever you drive it. That much is for sure.

A well-maintained C5 with its reliable and near-bulletproof 5.7-liter LS1 V8 requires far less maintenance than many of its foreign competitors. Not to mention, they’re extremely affordable to maintain if you have the self-discipline not to roast through a set of rear tires. Believe me, it’s easier to do than you think!

With 350 horsepower transmitted through a four-speed automatic or a smooth shifting six-speed manual, zero to 60 comes in just under five seconds and the quarter mile is completed in the low 13-second range. If that’s not enough for you, perhaps the track-ready Z06 is the C5 that best suits you.

A high-output LS6 with 405 horsepower lurks beneath the hood that pulls harder than an Iditarod-prepped Siberian Husky to the Z06’s 6500 rpm redline. With your neck pinned against the headrest, the speedometer registers 60 miles per hour in just four seconds flat and blazes through the quarter in 12.4 seconds according to Car and Driver. Its hydroformed box frame and race-inspired FE4 suspension enables the Z06 to stick to the pavement on a slalom course or even the curviest of highway entrance ramps. 

The C5 is available in a stylish coupe or soft-top convertible for summertime fun. Regardless of your choice, there will never be a dull moment in the driver’s seat. It might be time to cancel your magazine subscription, as the C5 Corvette could be the affordable supercar you’ve been looking for.

By now, I’m sure you’ve heard of the Dodge Charger SRT Hellcat. Since the car began production in the first quarter of 2015, it has quickly become the talk of the automotive industry with a herculean 707 horsepower and 650 pound-feet of torque.

Yes, that’s right. The once utilitarian four-door is now the fastest sedan on the planet, and it’s supercharged 6.2-liter Hemi V8 shattered the horsepower record for an American production engine.

With nothing more than a pair of street legal drag radials, the Hellcat will accelerate from zero to 60 miles per hour in 2.9 seconds and complete a quarter mile in 10.7 seconds at 126 miles per hour. For comparison, that’s quicker than a C7 Corvette Z06 that is nearly 1,000 pounds lighter.

Sure, anybody with a pulse would love to drive the wife’s hybrid family sedan to the nearest Dodge dealership and trade it in on a Hellcat. But with a $63,995 starting MSRP, it is certainly not for the faint-hearted. 

But what if I told you could have the power of a Hellcat in a Charger at nearly half the cost?

At Fast Lane, we’re selling a 2008 Dodge Charger SRT8 with only 23,000 original miles. Though its 6.1-liter Hemi V8 already made an impressive 425 horsepower and 420 pound-feet from the factory, this SRT8 has been extensively modified to Hellcat levels of performance.

Featuring an upgraded 426 cubic-inch Stroker engine with a centrifugal ProCharger, this SRT-8 put down 672 horsepower and 630 pound-feet of torque to the rear wheels.

If floored from a stop, it will suck you back in the driver’s seat like a cyclonic Hoover vacuum in a state of helplessness. The 20” aluminum SRT wheels become high-speed fan blades and erupt in a cloud of smoke. With the scorched Earth behind you and a white knuckled grip on the steering wheel, a high-pitched giggle escapes that goes unheard over the thunderous SLP exhaust note. As the upgraded high torque capacity transmission shifts into third gear, motion blur sets in and you’re watching as the speedometer effortlessly climbs toward triple digits.

Though the symphonious sound from beneath the Charger’s carbon fiber hood begins to unravel your animal instincts, don’t be fooled into thinking you’re the one driving this maniacal Mopar. It drives you.

Forget your local Dodge dealership, come to Fast Lane today for a test drive. All you need is a valid license, and maybe an extra pair of underwear. 

In a booming muscle car era with competition fueled one quarter-mile at a time, the 1967 Camaro Z28 didn’t quite fit in with the rest of the crowd.

European handling? Limited body-roll? Nobody understood these foreign terms that could be found in the reviews of the Z28 from nearly every auto rag that was lucky enough to get its hands on the car.

What originated as an RPO option code has since developed into the three most recognizable letters in Camaro’s legendary performance history.

The Z28 was developed by Chevrolet to compete against the Ford Mustang and Plymouth Barracuda in the SCCA Trans-America sedan racing series. To compete, Chevrolet had to develop an engine that was smaller than the 305 cubic-inch displacement limit for Class A sedans.

A test mule was fitted with a high-performance version of the tried and true small-block 283. Though it was impressive for what it was, veteran Chevrolet engineer Vincent W. Piggins was left wanting more after putting the Z28 through its paces on a test track and slalom course.

To eek out a few extra ponies, Chevrolet’s four-bolt main cap 327-block was fitted with a forged steel 283 crankshaft. This produced a 4 x 3 bore and stroke and displacement of 302.4 cubic-inches, slotting in just a hair below the SCCA’s 305-cid limit.

With muscle car enthusiasts in the late 1960s traditionally seeking big-block torque and straight-line acceleration, GM’s groundbreaking design was largely ignored and only 602 Z28s were sold in 1967, compared to 64,842 RS and 34,411 SS models.

Despite the low sales numbers, Chevrolet didn’t give up on the Z28. The news about its legendary handling and sleeper potential started to spread and forced Chevrolet’s competitors to focus on more than straight-line acceleration if they wanted to offer an all-around performance package as potent as the Z28. Big-block owners were no longer caught off guard when a Camaro with a small-block 302 was shockingly getting the jump and holding them off at stoplights. The secret was out.

By 1969, the Z28 achieved notoriety and was the most sought after pony car in the United States. With an advertised 290-horsepower at 5800 rpm and 290 lb-ft at 4200 rpm, the Z28’s high-compression, free-revving 302 was criminally underrated. Actual output is believed to be closer to 350 horsepower at 7000 rpm. This was likely to keep the SCCA from penalizing Z28 drivers and curb insurance costs from reaching big-block prices.

In addition to the high-performance 302, the 1969 Z28 package also came standard with a M21 four-speed manual transmission and the iconic F41 heavy-duty suspension with quick ratio steering, heavy-duty front coils and multi-leaf rear springs. A 3.73 axle ratio and power-assisted front disc brakes were also included in the $3443.80 base price, with posi-traction and four-wheel disc brakes as optional equipment.

The stylish and functional ZL2 Super Scoop hood was also new for 1969 as an option in either steel or fiberglass for SCCA competition. The Super Scoop was designed to force feed cool air near the high-pressure base of the windshield into the induction system, dramatically reducing under hood air temperatures and increasing horsepower.

Nearly a half-century later, and the 1969 Camaro Z28 is still one of the most distinguished and collectible pony cars ever produced. It was perhaps the first car that proved that going fast in a straight or curved line did not have to be mutually exclusive in the muscle car era. And of course, it did with unbelievable style and flair.

Chevrolet has been trying for years to recapture its magic, but no sequel will ever takes its place. Muscle car collectors have already started to reach the same conclusion, and that’s why the price of 1969 Z28s have skyrocketed during the past three years.

According to Hagerty’s price guide report, the average Condition #1 Z28 price has escalated from $85,000 in December 2012 to $131,000 in 2015, while Condition #2 models have jumped from $67,800 to $103,000 during the same time period. Even Condition 3 cars are following the same upward trajectory and have climbed from $49,800 to $83,500.

To put it bluntly, if you’d like to finally live out your childhood dream and test out the Z28’s incredible F41 suspension on your favorite driving roads, now is the time to make room in the garage. Prices will only continue to rise, as the Z28 is no longer America’s best-kept secret.