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While six-figure Demon markups and Hellcat mania grabbed every headline, the Dodge Challenger R/T Scat Pack quietly kept doing nearly everything the halo cars do. This low-mileage example, which has already changed hands once, packs a genuine 485 horsepower from its naturally aspirated 6.4-liter 392 Hemi V8, all for less than 33,000. Read on to see why enthusiasts increasingly call the Scat Pack the smartest buy in the entire modern Challenger lineup.
As Dodge wound down production of its most unhinged sports car, D3 Performance Engineering decided the Viper deserved a proper send-off. Starting with a track-focused Gen V ACR, the shop added an F1X Procharger and a Nitrous Express kit to push the V10 past 900 horsepower, then took the car to the most demanding stretch of asphalt in the world to prove it. The result: D3 now holds the record for the quickest Gen V Viper on earth.
Dodge’s 2017 Challenger SRT Hellcat hid a 707-horsepower supercharged HEMI under an ordinary-looking body, backed by a 650 lb-ft torque figure, a 199 mph top speed, and a 3.5-second sprint to 60. It even shipped with two different keys that changed how much power the car was willing to give you. Read on for the numbers, the rivals it outran, and what clean examples are worth on today’s collector market.
Starting in 1968, Chevrolet quietly let Nova buyers order a 396-cubic-inch big-block — up to 375 horsepower in L78 form — inside a body that gave away almost nothing on the outside. Built on the same reworked chassis as the new Camaro, the Nova SS 396 became one of the era’s most feared sleepers on the street and the strip. Read on for the engine codes, the chassis changes nobody could see, and what genuine examples bring today.
This thirty-minute compilation from Vantaa Cruising, a recurring car meet in Tikkurila, Finland, captures a night of burnouts, custom hot rods, and modified American muscle that one Oregon-based commenter admitted could never happen back home. There’s not a single Mustang in the lineup, but there is a rubber duck mounted as a hood ornament. Watch to see how seriously Finland’s underground muscle car scene takes American car culture.
This 1969 Chevrolet Corvette still wears its original factory gold paint, but everything else has been built to be heard as much as seen — a big block V8, chrome side pipes, and a 1970s-flavored velour interior. Recent work on the brakes and front suspension means it’s set up to actually be driven, not just displayed. The walkaround and test drive show exactly why owners call this kind of build a conversation starter. Watch and listen to those side pipes in action.
This 1966 Pontiac GTO convertible carries PHS documentation tracing it back to Moody Pontiac in Fort Lauderdale, Florida, and it left the factory with the 389 four-barrel, power steering, power brakes and factory air conditioning. 1966 was the year the GTO stopped being an option package and became a model in its own right, and buyers responded by making it the best-selling muscle car in America. The convertible was always the scarcer half of that story. Read on for what separates a documented survivor from the clones.
Phil Martin’s 1966 Pontiac GTO, finished in Charcoal Blue with its original-spec 389 V8, is the kind of rebuild that earns unprompted praise — one commenter simply called the restorer ‘an artist.’ Filmed at Rosemont’s World of Wheels show, it’s a car that captures exactly why the GTO became the template for an entire genre of American performance cars. The comment section has turned into its own trip down memory lane. Watch to hear the 389 come to life.
A stray comment in retired fireman Garrett Moore’s man cave sent Pete Rudometkin slogging through the worst rains Northern California had seen in thirty years, chasing a 1970 Mustang fastback abandoned on a ranch between Petaluma and Rohnert Park. What he found was an R-code 428 Ram Air Cobra Jet Mach 1 — and buried in its build sheet, the W-code that made it genuinely rare. Read on for what that code means and why it changes everything.
A top-of-the-line 1974 Dodge Charger SE with a 440 under the hood and a set of quarter windows unlike anything else on the lot — Victoria Friday’s ride sits at the crossroads of the Charger’s Bullitt-era fame and Detroit’s mid-1970s retreat from raw horsepower. Read on to see what actually separated the SE from an ordinary Charger, and why the 440 badge still mattered in a year emissions rules were choking performance everywhere else.
The Logan City PCYC car show marked its tenth anniversary with a promise from organizer Marika Saliba to make it the biggest edition yet. Past shows have drawn more than 500 muscle cars to the grounds south of Brisbane, all part of a community fundraiser built entirely around a shared love of V8 power. Here’s what a decade of grassroots car culture looks like when it’s done right.
For 1968, Ford let Shelby buyers order a GT350 with the top down for the first time, and just 404 convertibles were built, making it the rarest body style in the entire 1968 Shelby lineup. It also marked the year the GT350 changed engines, swapping the legendary 289 High Performance for a 302 that Shelby purists were not expecting. Production had moved out of California entirely by this point. Read on for what a 1968 GT350 convertible really represents.
Don Yenko wanted 427 cubic inches in a Camaro and Chevrolet’s own corporate rules said he could not have it, so he found a way around the rulebook that eventually turned into a factory-sanctioned program. This Olympic Gold 1969 example represents the year the arrangement finally went legitimate, with the big block installed on the assembly line instead of in Yenko’s shop. Roughly two hundred were built. Read on for what actually changed between 1968 and 1969, because most people get it backwards.
A plain four-door 1970 Plymouth Satellite with Chrysler’s 440 Super Commando big block hiding under an ordinary hood embarrassed a BMW driver who never saw it coming. Built on the same platform as the Road Runner and GTX but wearing none of their badges or bravado, this sedan is a textbook sleeper — read on for how a grocery-getter body ended up packing genuine street-fighting torque, and why cars like it are becoming harder to find and pricier to own.
An LS6 under the hood, a Detroit Speed chassis underneath, Wilwood brakes at all four corners, and black paint so deep it looks wet standing still under the lights at Pigeon Forge — this 1969 Chevrolet Nova splits the difference between numbers-matching restoration and full resto-mod better than almost anything else on the field. Read on for what separates this build from the rest, right down to the Stinger hood tying it all back to 1969.