Ross Mills

Red sports car with sleek design and white rims.

Ferrari Testarossa 1988 images

The Ferrari Testarossa’s flat-12 engine sat mounted behind the cabin in a near-perfect 60/40 weight distribution, producing a claimed 390 horsepower in European trim, among the most powerful engines on any production car when it launched in 1984. Those famous side strakes were not styling flourishes, they fed air to radiators mounted in the car’s wide rear flanks to keep that engine cool. Production ran largely unchanged through 1991, with total output most commonly cited at 7,177 units. This 1988 example captures the model near the height of its seven-year run.

Pontiac LeMans 1968-72 G3

by Ross Mills

The Pontiac LeMans G3, built on the “A” body platform, strutted its stuff from 1968 to 1972, offering everything from coupes to station wagons—because who doesn’t want to haul groceries in style? In ’68, Pontiac jazzed up the engine, turning the 326 V8 into a sneaky 354.74, proving once again that math is optional in muscle car manufacturing. By 1970, Pontiac was playing musical chairs with engine sizes, and in ’72, they rebadged models like it was a witness protection program.

Classic vintage pickup truck in deep maroon color parked outdoors.

Ford Model A pickup restomod 1929 images

by Ross Mills

This 1929 Ford Model A pickup keeps its century-old shape but swaps everything underneath for modern Ford hardware: a 351 Windsor crate V8, a C6 automatic, and a Ford nine-bolt rear end, all tied together with four-wheel disc brakes. The all-Ford drivetrain is a deliberate choice in a restomod world where builders often mix brands freely. 1929 also marked the year Ford introduced the closed-cab pickup, quickly overtaking the open roadster body this truck wears. The result is a genuinely drivable classic built around one brand’s parts bin.

Yellow vintage pickup truck parked outdoors.

ASVE Pickup 1974 images

by Ross Mills

ASVE isn’t a car brand you’ll find in any factory catalog, and that’s because it never was one. The designation shows up on titles for a specific category of vehicle that most buyers never think about until they’re staring at a title that doesn’t match anything in a VIN database. Here’s what ASVE actually means, and why a 1974-badged truck can legally wear it.

Ford Coupe 1951 images

by Ross Mills

Ford outsold Chevrolet by 10 percent in 1951, and the optional 239 cubic inch flathead V8 under this coupes hood was part of the reason why. That same engine, simple enough for anyone to modify, became the foundation of the postwar hot rod movement and helped define an entire era of American car culture. Here is why builders still chase this engine family decades later.

Jaguar XKE Series I-1961 to “68

by Ross Mills

The Jaguar XKE Series I, crafted from 1961 to 1968, is a legend wrapped in a sleek, stylish body that even Enzo Ferrari dubbed “the most beautiful automobile ever.” With a 3.8-liter engine and a later upgrade to 4.2 liters, it was the sports car that could whisk you from zero to “I’m late for tea” in about 7 seconds. Known for its quirks like a hood latch that required a special tool, it’s no wonder collectors clamored to keep these beauties in mint condition.

Sleek purple custom car with a futuristic design.

Lincoln Zephyr 1939 images

by Ross Mills

The badge on this car says V8, but the Lincoln-Zephyr that defined the late 1930s never came with one from the factory — it ran a smooth, compact V12 unlike anything else in Lincoln’s lineup before or since. Edsel Ford personally championed the design, and it helped save Lincoln during the Depression. Here’s the real story behind the engine that made the Zephyr famous, and what a V8 badge on this example likely means.

Front view of a classic Ford Mustang GT500 muscle car with a promotional sign.

Beginning of the end for muscle cars-The USA enacts The Motor Vehicle Pollution and Control Act in 1965.

by Ross Mills

A single law passed by Congress in 1965, with almost no public debate, set the clock running on the muscle car era’s biggest engines. It didn’t ban horsepower outright — it required something automakers had never had to build before, and gave them until 1968 to figure it out. Here’s how a bill introduced by Senator Edmund Muskie ended up reshaping what Detroit could sell under the hood.

El Camino Fourth Generation 1973-1977

by Ross Mills

The fourth-generation El Camino (1973-1977) was the largest yet, boasting a two-door Chevelle wagon platform with bumpers that could absorb a small asteroid. Think Malibu interior with a twist, and you’ve got the Classic model. Handling was as smooth as a jazz sax thanks to a wider wheel track and computer-designed coil springs. Engine options ranged from “get me there” to “hold my coffee,” peaking with a 454-cubic-inch beast. New features included swivel seats, turbine wheels, and a gas tank that could outlast your bladder.

Happy Birthday Mustang 1964½ to 2014

by Ross Mills

The Ford Mustang, celebrating its 50th year of production in 2014, is a tale of unexpected triumph, launching the “pony class” and outpacing Ford’s sales predictions by galloping past a million units within 18 months. The ’64½ Mustangs, the purists’ delight, came with quirks—headlight wiring, anyone?—that now entice collectors. Despite its early hiccups, the Mustang’s allure remains as timeless as its sleek design. Here’s to the car that turned competitors green and buyers giddy with its iconic charm.

Your tires do NOT need nitrogen!

by Ross Mills

Nitrogen tire fills promise longer-lasting pressure and better mileage, but independent testing from Consumer Reports and NHTSA found the real-world gains are much smaller than the marketing suggests for everyday cars. It can still make sense for high-performance or fleet use — just don’t expect it to replace monthly pressure checks.

Shiny maroon vintage car with whitewall tires in a showroom.

Chevrolet Coupe 1941 IMAGES

by Ross Mills

The 1941 Chevrolet Master Deluxe and Special Deluxe carried Harley Earl’s Royal Clipper design, hidden running boards, recessed headlights, and a lower, wider stance meant to echo Buick at a Chevrolet price. Both trims shared a 216.5-cubic-inch six making 90 horsepower, differing mainly in interior trim and brightwork. Chevrolet built over 400,000 Master Deluxe examples that year, unknowingly closing out its last full production year before World War II production took over.

Sleek blue vintage car with a streamlined design parked indoors.

Nash Ambassador 1949 images

by Ross Mills

This 1949 Nash Ambassador is labeled a V-8, but Nash did not build a single factory V8 that year — the real engine was a 234-cubic-inch inline-six, with true V8 power still six years away. The bigger story is under the whole car, not the hood: 1949 was the year Nash introduced its groundbreaking unibody ‘Airflyte’ construction.

Classic black muscle car with gold racing stripes parked indoors.

Oldsmobile 442 1969 images

by Ross Mills

This 1969 Oldsmobile 442 traces its roots to a Cutlass option package that grew into a standalone muscle car chasing the GTO down the same quarter-mile. Factory variants ranged from the standard 400 V8 up to the rare, 455-powered Hurst/Olds, of which fewer than a thousand were built. Its four-barrel, four-speed, dual-exhaust formula gave the 442 its name and its reputation.

Plymouth Duster 1970 to 1976

by Ross Mills

The Plymouth Duster (1970-1976), a budget-friendly muscle car, rolled out with a two-door coupe design and shared its platform with the Valiant. Initially, it offered four engine choices, including the fan-favorite 340 cu in V8. The Duster’s price tag was lighter than a diet cola, making it an attractive option against pricier competitors. With trims like the Gold Duster and Space Duster, it covered style and utility. Despite EPA-induced horsepower dips, it still revved up excitement!

Posts By: Ross Mills