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The Mistress has been one of the toughest cars on the no-prep circuit for years, but Big Daddy Racing wasn’t satisfied with just being fast. This 1320video feature follows a full ground-up rebuild — a fiberglass, tube-chassis car powered by a Morgan and Son big block and a pair of massive 98mm promod turbos. The result is a car built to intimidate before it even leaves the line. Watch to see how the new combination performs when it counts.
Chevrolet restyled the Camaro completely for 1969, then retired the body after a single season when the second-generation car arrived. Under the badge, the SS 396 could be ordered in three different states of tune, topping out with a solid-lifter 375-horsepower L78, plus an aluminum-head option that cost more than 700 dollars and added no advertised power at all. Read on to find out why that made sense.
Ford built the 1969 Boss 429 for one reason: to make a NASCAR engine legal. The cylinder heads were so wide that half-built Mustangs had to leave the factory and go to an outside shop where the shock towers were physically cut and moved. Only 859 were built that year, and the car wore almost no badging to announce any of it. Read on for what Ford was really up to.
Arnold Boris has owned this Trumpet Gold 1966 Oldsmobile Toronado since 2012, and its 40,000 original miles show in every panel. What makes it special isn’t just the paint — it’s the chain-driven front-wheel-drive system Oldsmobile hadn’t attempted since the 1930s, paired with a 425 cubic-inch V8 that could reportedly out-accelerate contemporary muscle cars. See why this design still stops people in their tracks nearly six decades later.
This Candy Apple Red 1968 Ford Mustang convertible pairs the comfort-focused Luxury trim with genuine GT options and a white deluxe interior — a combination rarer than most ’68 Mustang buyers ever chose. Commenters call the sale bittersweet, describing it like watching someone part with a family member after apparently decades of single ownership. One sharp-eyed viewer even catches a missing GT rear valance panel most buyers would never notice. Watch the full walkaround to see what made this particular Mustang worth holding onto for so long.
Ask first-generation Camaro fans which model year got it right and a large share will point straight at 1969. It wore the final and most aggressive sheetmetal Chevrolet put on the original F-body, it ran the longest model year of the three, and it hid genuinely extreme engines behind dealer order codes most buyers never saw. Here is what separated an ordinary ’69 from an SS 396, a Z/28, and the COPO cars that outran all of them.
A supercharged 1970 Dodge Challenger showed up at a Mopar meet outside Helsinki, Finland — and immediately split viewers between those cheering the tire smoke and one who compared its hood-cut supercharger setup to vandalizing a painting. Filmed by European muscle car channel Jamboolio during 2017’s Vantaa Cruising season, the blown big-block Challenger proves American muscle car culture runs just as deep overseas as it does in Detroit. Watch it break traction and decide which side of the originality debate you land on.
A four-door sedan with 707 horsepower, rear-wheel drive, and a factory Line Lock function is not going to be gentle on consumables, and a year in a long-term test fleet proved it. The 2016 Charger SRT Hellcat ran 11-second quarter miles, claimed a 204 mph top speed, and destroyed rear tires as a matter of routine. Read on for what the supercharged 6.2-liter actually costs to live with and why these cars have started climbing in value.
Ford launched the Mustang in China in 2015 as a niche import with expectations of roughly 3,000 sales, and then watched demand climb. The car that got there was the first Mustang ever engineered for worldwide sale, and the version most Chinese buyers chose was the four-cylinder EcoBoost rather than the V8, for reasons that come down to a displacement tax that hits large engines at 40 percent. Read on for how the global strategy reshaped the car.
Barrett-Jackson’s 2017 Northeast auction at Mohegan Sun led with a 1971 Dodge Hemi Challenger R/T and a pair of 1970 Plymouth ‘Cudas, and the production figures behind those cars explain the interest better than any catalog description. Chrysler built just 71 Hemi Challenger R/T hardtops for 1971, and fewer than 800 Hemi ‘Cudas across the model’s entire life. Read on for what those numbers mean and why documentation now decides the price.
Chevrolet had a choice with the 2017 Camaro ZL1: engineer a new flagship engine or borrow the supercharged LT4 from the Corvette Z06. It borrowed, and the result made 650 horsepower and 650 lb-ft in a car roughly 200 pounds lighter than the ZL1 it replaced. The straight-line numbers were only half the story, because the chassis work is what made it competitive with cars costing three times as much. Read on for what Chevrolet actually changed.
The Camaro arrived as a reaction to somebody else’s idea, sold fewer cars than its rival for nearly every year of its life, and spent fourteen years out of production entirely. Somehow it still owns more garage-wall real estate, more aftermarket catalog pages, and more restomod builds than anything else in the American performance canon. Read on for how a car that lost the sales war ended up winning the argument that actually matters.
Long before burnouts became crowd-pleasing spectacle, they served a practical purpose on the drag strip: heating and cleaning the tires for maximum grip. Trace the tradition from a dusty Georgia strip in the 1960s through fire-enhanced showmanship to today’s purpose-built burnout cars, and you’ll see why this smoky ritual still defines muscle car culture.
Three Swedish friends took a 1966 Chevrolet Bel Air to Budapest for a downtown burnout, then shipped it to the United States to attempt Drag Week, an event requiring five strip passes at five tracks with hundreds of highway miles driven in between. The Bel Air was Chevrolet’s mid-tier family car, built more than 236,000 times that year. Read on to find out why that made it the right choice.
Ford hired away a General Motors executive, who promptly hired away the designer behind the Camaro Z/28, and the Boss 302 is what came out the other end. It was never really a trim level, it was a homologation special built because SCCA rules demanded Ford sell one to the public before it could go racing. Fewer than 8,700 were built across two model years. Read on to find out what made it worth the trouble.