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Ray Brownfield has owned this 1966 Mustang convertible since 1982, restoring it into a Mustang Club of America National Award Winner. Only 72,119 of the 607,568 Mustangs Ford built that year were convertibles, and national-level judging holds them to a standard most owners never attempt. Four decades of patient ownership is written into every detail, the kind of commitment most restorations do not survive.
Every 1967 Chevelle SS396 packed a 325-horsepower big block standard, but a rare RPO code pushed that to 375 horsepower — and fewer than 700 of the roughly 63,000 built that year got it. We dig into what made the L78 package a holy grail for collectors, and why 1967 might be the most underrated year in Chevelle history.
This 1965 Mercury Comet isn’t just an old drag car — it’s the machine that effectively created the NHRA’s Funny Car division, built when Jack Chrisman solved an impossible brief by moving the engine behind the front axle while keeping the body looking stock. Decades later, Chrisman’s Comet showed up at the Southeast Gassers Association’s 2017 Knoxville event through Barillaro Speed Emporium, still owned by the family. Watch to hear the full story behind the car that started it all.
This 1963 Mercury Comet has covered just 45,000 miles since a Tyler, Texas dealership sold it new – driven by one owner well into her 90s. It carries the optional 260-cubic-inch V8, a Ford Fairlane-derived engine good for 0-60 in under ten seconds, paired with air conditioning few base-sedan buyers ordered together. Six decades of careful ownership turned an uncommon factory combination into a genuinely rare survivor.
The 1955 Chevrolet didn’t just look new – Ed Cole’s all-new 265-cubic-inch small-block V8 and an all-new perimeter chassis helped Chevrolet outsell Ford by roughly 250,000 units that year. This Bel Air carries the Tri-Five’s iconic wraparound ‘Sweep-Sight’ windshield and custom interior, but swaps in a ’69 Corvette 350 for real modern power. With just 42 miles since a show-quality restoration, it’s Tri-Five history built to actually drive.
This 1969 Chevelle hides a 540-cubic-inch big block and twin 76mm turbochargers under its hood, riding on a Roadster Shop chassis built to handle the power. Builders combining this exact recipe of chassis, engine, and turbo setup have pushed similar Chevelles past 1,000 horsepower. Here is what makes this combination work.
This compilation stacks up dozens of real street racing encounters with police — some clean escapes, some spectacular failures — without picking a side or softening what happens when the math doesn’t work out. The line between a win clip and a fail clip turns out to be thinner than you’d expect, often coming down to a single split-second decision. It’s raw, unscripted, and occasionally hard to watch. See how many of these moments go the way you’d expect.
Ford built the Boss 302 engine to satisfy SCCA Trans-Am racing rules, and almost as an afterthought, a handful found their way into the 1970 Mercury Cougar Eliminator. Mercury built just 469 of these cars for the entire model year, with only 323 getting the close-ratio four-speed that made the high-revving engine worth having. Backed by blacked-out styling and a full-length front spoiler, the Boss 302 Eliminator remains one of the rarest, most overlooked performance Cougars Mercury ever built.
Mercury built the Cougar Eliminator to shed the badge’s soft image, backing it with a Trans-Am racing pedigree and an engine lineup that ran from a high-revving 302 all the way to twin 428 Cobra Jets. With barely over 4,600 built across both model years combined, it’s one of the rarer ways into serious late-1960s performance.
Jeff Tittle’s 1970 Chevy Nova keeps its plain ‘granny car’ looks fully intact while hiding a 355 small block, a Super T-10 four-speed, and a 9-inch Ford rear end underneath. RamblinAround stopped to check out the build and find out how Jeff balanced old-school style with genuine street performance. It’s a car built to be driven, not just looked at. Watch to see it in action.
1971 was the year emissions rules started catching up with the El Camino, but Chevrolet’s big-block options — including a 454 cubic inch LS5 — were still on the order sheet. We look at what made this transition year both a turning point and one of the last real chances to order a genuinely quick El Camino.
Buick’s 1956 Special sat at the bottom of the lineup, but it carried real firsts – the Special and Century Riviera introduced the industry’s first four-door pillarless hardtop body just a year earlier. Under the hood, a 322-cubic-inch V8 made 220 horsepower, good power for a car Buick still marketed as its entry-level model. Owner Ken Becker has kept this Red-and-Black two-tone example for 25 years, and it shows.