It's abundantly clear from the hard evidence presented in these pages over the past months that these are the best of times for car guys, if vehicle performance is your measure of such things. And yet, yank a geezer's chain at a car show, and he'll jabber on about how the new ponycars just can't compare with those of the late 1960s and early '70s. Is there anything to these lunatic ravings? To find out, we've gathered three modern high-spec ponycars and matched them with their glory days ancestors. We're pitting a 2011 Camaro SS against the '69 Camaro SS396 that inspired its design; a 2011 Challenger SRT8 meets the '70 Challenger it so faithfully resembles (ours is an R/T SE 440 Six Pack); and a freshly minted Shelby Mustang GT500 convertible meets its '69 forebear. We'll turn them all loose on a closed section of road in L.A. 's Griffith Park and see what happens, but first, let's have a look at those good old days.

The late 1960s was a golden era for American automakers. Those pesky imports were nibbling away at the margins, but at the dawn of 1970, they accounted for a little over 11 percent of sales. Design reigned supreme, and designers had yet to be reined in to any great extent by buzz-kill pedestrian safety regs, crash-survivability standards, bumper strength laws, aerodynamics, etc. Gasoline was plentiful and cheap, and engineers were finding better ways to burn as much of it as possible in halo performance models that earned the brands big headlines and drove sales up. Vehicular variety was on the upswing, too, with new automotive platforms of different sizes and configurations making their debut throughout the 1960s.

All those babies conceived by randy veterans returning home from World War II were now grownups ready to buy their first new cars, and they accounted for 20 percent of the market. They didn't want what Dad was driving. They wanted a car to lure a backseat mate -- something with a long phallic hood, two doors, and a pert, short trunk. They wanted ponycars. To keep the cars affordable, OEMs shared compact-car underpinnings, and prices started just a bit higher (Dodge and Plymouth moved their ponies up to midsize architecture for 1970). The formula worked. By 1970, the pony market topped a half-million annual sales.

At their peak, each pony offered the choice of at least nine regular production engine offerings, from thrifty sixes to fire-breathing V-8s. Stuff a pony's hood with one of the multi-throat-carbureted monster motors, and it could fog the landscape with testosterone and tire smoke. Spec the six-banger, and it still told the world you were a carefree, playful type utterly unconcerned about practical considerations like trunk spaceand a serviceable rear seat (optional reclining front seats provided ample accommodation for mating rituals). Come to think of it, that last bit may have more to do with our geezers' fond remembrances of these cars than their actual aptitude for going, turning, and stopping, but by all measures these cars represented a bang for the performance buck that's not unlike what their descendents deliver today.

With pricing for an upper-echelon V-8 pony ranging from $4000-$5000, these cars marked the price point of entry to six-second 0-60 and mid-14-second quarter-mile acceleration, and that bargain-performance image stuck with these steeds even through the dark horsepower ages of the mid '70s and '80s. How affordable were they? That price range translates to $22,500-$28,000 today, but in terms of affordability they were closer to today's V-8 ponies, which typically range from $31,000-$45,000 (our GT500 convertible is an outlier, starting at $54,495). Back in 1970, that range equaled 34 to 42 weeks' worth of the average American's earnings; today it amounts to 40-57 weeks' worth.

Camaro vs. Camaro

Now let's see how these familial cars compare, starting with the Camaros. Musclecar collector and former actor Ken Funk is first and foremost a Mopar guy, but he couldn't resist this rare Rallye Green '69 SS396 when it came up for sale four years ago sporting all the drag-racer goodies: L78 solid-lifter 375-horse big block, M22 "Muncie rock-crusher" four-speed manual, front disc brakes, and even the rally gauge package down by the shifter, which has been replicated in the new car.

As is generally the case with retro-redux cars, the new Camaro dwarfs the old one, stretching nearly a foot longer, a half-foot taller, and 1.7 inches wider. We've carped plenty about the new car's bunker visibility, and climbing into the original cabin validates our point. Its delicate A-pillars and lack of B-pillars provide an airy greenhouse, albeit one that wouldn't slow a moose down significantly or preserve much headroom if you turned it turtle. The rest of the interior is quaintly finished in shiny plastic, vinyl, and oh-so-fake wood. Dodgy "ergonomics" (had Detroit yet uttered the word in 1969?) involve a mishmash of vertical sliders, buttons, and knobs. While the new Camaro is no paragon of intuitive controls, it's infinitely better.

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The delicate bucket seats offer minimal lateral support, but maybe that's okay-the period-correct Firestone Wide-O-Oval F70-15 bias ply tires generate minimal grip in any direction. Turning and stopping were never the strong suits of a big-block pony. (SCCA Trans Am homologation specials like the Z/28, Mustang Boss 302, and Challenger T/A were the choice for the stringback-glove set.) With all that iron plunked on the front axle and pinky-finger power steering assist, the driver remained blissfully unaware of the road surface the tires were squealing past.

Clutch and shifter travel are considerably longer than expected today, but each has a satisfying mechanical precision. Toe deeply into the accelerator, and the engine's thrust persists far higher up the rev-counter than expected. This big-valved heavy breather likes to rev, which is why you need the manual transmission-the automatics upshift too early. Still, this 6.5-liter big-block's 375 gross ponies are no match for the 6.2-liter Small-Block's 426 net steeds. Routed through more ratios and modern rubber, they charge through the quarter mile in just 12.9 seconds at 110.8 mph-1.9 seconds and 12.1 mph faster than the SS396. The disparity in 60-0-mph braking is even greater, at 112 feet versus 143. No, the real joy to be had in this old car (its buckets do not recline) is in breathing its unburned hydrocarbons and listening to the lumpy loping idle of that high-overlap cam. But there is a better-sounding car here.

Chevrolet Camaro 1969 SS396 2011 SS Base price (2011 $) $3091 ($18,400) $31,795 Price as tested (2011 $) $4175 ($24,850) $37,740 Vehicle layout Front-engine, RWD, 4-pass, 2-door coupe Engine 6.5/375-hp/415-lb-ftOHV 16-valve V-8 6.2L/426-hp/420-lb-ftOHV 16-valve V-8 Transmission 4-speed manual 6-speed manual Curb weight (f/r dist) 3550 lb (55/45% est) 3891 lb (52/48%) Wheelbase 108.0 in 112.3 in Length x width x height 186.0 x 74.0 x 51.1 in 190.4 x 75.5 x 54.2 in 0-60 mph 6.8 sec* 4.6 sec Quarter mile 14.8 sec @ 98.7 mph* 12.9 sec @ 110.8 mph Braking, 60-0 mph 143 ft* 112 ft *1969 test results and weight from Car Life, May 1969, exc braking, from MT, May 1968 test of 1969. Vintage hp/torgue specs SAE gross, new car SAE net

Challenger vs. Challenger

Jack Thomas supervises set construction for the hit TV show "How I Met Your Mother" at Paramount Pictures. He bought this 1970 Challenger as a basket case and lovingly restored it in his driveway. It's a rare R/T loaded with SE trim (power windows!) that was special-order painted in the Imperial color Charcoal Iridescent. Originally equipped with a 440 Magnum four-barrel, Thomas' rebuild upgraded it to a 390-horse 440 Six Pack-the top-spec "wedge" motor that stood one rung below the mighty 426 Hemi on the performance ladder.

With 7.2 liters' worth of lung capacity singing through two big exhaust pipes and six carburetor throats, it was judged the vocal champ of the vintage class. As a reminder of how unpredictable working with children, animals, and old cars can be, our Challenger lost a heater hose clamp on the way to the photo shoot, showering the engine and distributor with coolant that fouled some plug wires. This caused our Dodge to play the diva all day, refusing to idle and clearing her throat constantly. A late-night session replacing plug wires and meticulously cleaning the engine compartment got her back to belting out luscious bass notes like Harvey Fierstein's Edna Turnblad.

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Comparing old with new, the size difference between the Dodges is less dramatic-length and height grew about 6 inches. Both cars offer a relaxed fit, with the 1970's high-back chairs providing the least lateral support of the old-timers. You perch precariously atop these thrones, whereas the SRT8's buckets offer a bear hug.

Modern radial rubber gives our vintage Challenger and Shelby a major leg up on the Camaro in grip, directional stability, and ride, but the Dodge's power steering is equally vague (we've driven a manual-helm 'Cuda 440-6, and it communicates great but needs 5.3 turns lock to lock).

Drop the Torqueflite tranny in drive and gently feed in the throttle or risk blasting that Imperial paint with road grit andshredded rubber. Once it's hooked up, toe past 2/3-throttle and the front and rear Holleys join the Hallelujah Chorus. At the dragstrip the 440-6 nips more closely at the heels of its SRT8 descendant: at 14.4 seconds and 100.0 mph, it's 1.4 seconds and 11.3 mph shy of the new Hemi 392's -- and that was on bias ply tires (the '70 Street Hemi ran a 14-flat at 102 mph). Stops from 60 mph took 129 feet -- just 12 more than the 2011 with ABS. But no leaf-sprung live-axle car can hope to compete with a modern independent or coil-sprung live-axle setup for chassis nimbleness or ride isolation.

Dodge Challenger 1970 R/T SE 440-Six Pack 2011 SRT8 938 Base price (2011 $) $3747 ($21,050) $46,790 Price as tested (2011 $) $5248 ($29,500) $46,790 Vehicle layout Front-engine, RWD, 5-pass, 2-door coupe Engine 7.2L/390-hp/490-lb-ft 16-valve V-8 6.4L/470-hp/470-lb-ft OHV 16-valve V-8 Transmission 4-speed manual 6-speed manual Curb weight (f/r dist) 3720 lb (60/40% est) 4260 lb (54/46%) Wheelbase 110.0 in 116.0 in Length x width x height 191.0 x 76.0 x 50.9 in 197.7 x 75.7 x 57.1 in 0-60 mph 5.9 sec* 4.6 sec Quarter mile 14.8 sec @ 100.0 mph* 13.0 sec @ 111.3 mph Braking, 60-0 mph 129 ft* 117 ft *1970 test results and weight from a 4-sp manual Plymouth 'Cuda from our May 1970 issue. Vintage hp/torque specs SAE gross, new car SAE net

Shelby vs. Shelby

Our Gulfstream Aqua Shelby GT500 convertible's back story is the most colorful. Built to export specs, it was originally displayed at the Madrid auto show, after which a judge demanded a 50-percent duty be paid before Shelby could retrieve the car. Carroll fought and lost a court battle and abandoned the car, after which it ended up with one of the Spanish judge's cronies. Someone blew the engine and parked it until 1996, when it was repatriated and restored.

It now resides with Paradise Wheels founder Craig Conley, one of the nation's foremost Shelby experts, who started out refurbishing Shelby wheels. Craig now consults to authenticate original Shelby cars.

The '69 Shelbys (some of which were modified and sold as '70s) are better differentiated from Mustangs than most. Fiberglass replacements for the hood, front fenders and decklid, unique front bumper, grille, taillamps, and aluminum center-exit exhaust collector make the exterior look unique. Inside it's a metric Mustang with a rollbar and a wood-tone Shelby wheel, but the seats are the most comfortable vintage chairs here. Suspension tuning was Shelby-tweaked, but its 428 Cobra Jet engine was rated the same as in a Mustang Mach I -- 335 horsepower and 440 pound-feet.

Those figures may have been understated to reduce insurance rates, but our Shelby feels more relaxed. Its giant 428 Cobra Jet mill sounds mellower and feels less hot and bothered when hustling. But in a Sports Car Graphic test, a three-speed automatic coupe ran the quarter in 14 flat at 102-mph -- quickest of our vintage ponies. Indeed, Conley was the only owner who offered to do smoky burnouts for the camera, and he assured us his four-speed manual could happily do them all day long.

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There's nothing relaxed about today's GT500. Its super-charged 5.4-liter kicks out 550 horsepower, 510 pound-feet, and an exhaust note that'll have you matched-rev downshifting in parking garages just to hear it. In performance, there's really nocomparison between this car and any other car here. Today's GT500 runs the quarter in the mid-12s at 115 mph, stops from 60 mph in 103 feet, and corners with 0.89g grip.

There's ample flex in the '69's topless unibody's structure, but squeaks and rattles seem no worse than in the others. Those BFG Radial T/As bite into turns smartly and provide reassuring braking grip. One certainly feels most vulnerable to the SUV-wielding, distracted motoring masses in this lapbelt-only soft-top, but then all cars of the period are far more lethal than their modern counterparts in terms of crash survivability, pedestrian friendliness, and emissions toxicity.

Clearly these big-block period ponies are hopelessly outclassed as performance cars by their latter-day facsimiles. And if the Camaro, Mustang, or Mopar coupe you remember fondly was built during the dark decade following the '73 oil crisis and the corporate average fuel economy standards it inspired, and the smog regs of 1974, then there's really no comparison. It's equally true, however, that the modern ponies pale as time machines. You could fill their onboard hard drives with mp3 files of big-cam/glass-pack engine noises, dangle hydrocarbon-scented air fresheners from their mirrors, and even recline the seats, but your senses and hormones won't be fooled. We get it now-those geezers are talking about vehicular Viagra, and as far as that goes, they're right. Vintage iron rules.

Mustang Shelby GT500 Convertible 1969 2011 Base price (2011 $) $5027 ($29,900) $54,495 Price as tested (2011 $) $5244 ($31,200 $60,330 Vehicle layout Front-engine, RWD, 4-pass, 2-door convertible Engine 7.0L/335-hp/440-lb-ft OHV 16-valve V-8 5.4L/550-hp/510-lb-ft s'chgd DOHC 32-valve V-8 Transmission 4-speed manual* 6-speed manual Curb weight (f/r dist) 3850 lb (57/43% est) 3840 lb (57/43%) Wheelbase 108.0 in 107.1 in Length x width x height 190.6 x 71.9 x 51.6 in 188.2 x 73.9 x 55.9 in 0-60 mph 6.0 sec* 4.2 sec Quarter mile 14.0 sec @ 102.0 mph* 12.5 sec @ 115.0 mph Braking, 60-0 mph 164 ft* 103 ft *1969 test results and weight from 3-sp auto coupe, tested by Sports Car Graphic, Feb. 1969; new results from Coupe. Vintage hp/torque specs SAE gross, new car SAE net

Curb Weight

Plot the curb weight of every ponycar we've tested in 40-plus years and you get all smiles -- high on the ends, thanks to big iron V-8s in the early days that roughly match the mass of today's abundant safety and convenience gear. The deepest grin reflects the feathery replacements for the Challenger and Plymouth 'Cuda -- the Mitsubishi-built Challenger/Sapporo, the Charger 2.2, and the Daytona Turbo Z (we're not plotting Vipers). Ford's Pinto-based Mustang IIs makes that trace smilier than the Camaro's.

Weight-to-Power

Though weight dipped through the '70s, power plunged, and only in part due to the switch from gross to net reporting. This results in appropriately frowning traces of the all-important weight-to-power ratios of our test ponies. The four-cylinder Mustang IIs fared even worse than the compact Mopars. The Camaro trace would look sadder had we ever tested an '82-'86 Iron Duke 2.5-liter four-cylinder version.

0-60 Performance

Plot the 0-60-mph times of all the ponies we've ever tested and you get a Billy Idol sneer that peaks in the '76-'78 era when the Big Three engineering community was seriously struggling to meet the EPA's new emissions and fuel-economy standards. Again, our reluctance to test a 90-horse/132-lb-ft four-cylinder Camaro, mutes its sneer.

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On Location

Griffith Park is 4310 acres of hiking trails, landmarks, and sweeping vistas of Los Angeles and Hollywood. Originally an ostrich farm used to entice people to visit Col. Griffith J. Griffith's real estate developments; it was donated to the City of Los Angeles after Griffith was spooked by the previous owner's ghost. Besides acting as the City of Angels' defacto Central Park, Griffith Park is home to the Hollywood sign and the Griffith Observatory, and it was the location of this photo shoot. But we didn't pick the park solely for its natural beauty.

This vast wilderness became a vital piece of L.A. autodom by appearing in car-centric motion pictures. The most famous Hollywood casting of Griffith Park is in the James Dean opus "Rebel Without a Cause." Jim Stark (Dean) and friends go up to the observatory to watch a film about the impending end of the universe. Afterwards, there's a knife fight with Buzz the antagonist, then they play chicken and one of them drives off a cliff. A memorial bust of James Dean resides at the Observatory.