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A numbers-matching 1969 Dodge Charger Daytona doesn’t change hands without scrutiny — not when fakes and clones have circulated in the market for decades. A Michigan-based certified appraiser spent hours verifying this R4 Red example’s engine block, transmission tag, and core support before pronouncing it the real thing. Then he drove it. Watch the full inspection to see exactly what separates a genuine Daytona from an expensive guess.
V8TV dug through 1970’s own magazine road tests to rank the ten quickest muscle cars of the year, using the era’s published numbers rather than modern dyno figures. The order does not always favor the biggest engine, and gearing plays a bigger role than most viewers expect. One commenter’s memory of his father’s 1970 Chevelle SS 396 shows just how personal these numbers still are. Watch to see which cars made the cut.
Tom Lembeck’s 1970 Plymouth Cuda Convertible has been part of his Chicago-area Mopar collection since 2007, wrapped in a Lemon Twist yellow finish and hiding a rare 440 Six Barrel engine under the hood. It is one of the harder combinations to find today: a numbers-matching convertible with the drivetrain enthusiasts specifically chase. Lou Costabile sat down with Tom to hear the full story behind the car. Watch to find out what makes this particular Cuda stand out even in a collection full of Mopar muscle.
Water damage does not stop when the flood recedes. Corrosion in the wiring and sensors can take months to surface, and a surprising number of flooded cars quietly reappear on the used market with clean-looking titles. Beyond the essential first steps of disconnecting the battery and never starting the engine, there is a bigger risk buyers need to understand. Here is what actually happens to a car after it floods, and how to avoid buying someone else’s flood car later.
From its 1966 debut as a Coronet-based fastback to the icon-making General Lee, the aerodynamic Charger Daytona, and today’s 707-horsepower SRT Hellcat sedan, the Dodge Charger nameplate has reinvented itself more than almost any other American car. This rundown traces how one name stretched across muscle cars, NASCAR homologation specials, a compact economy coupe, and a front-wheel-drive hatchback. See how all of those wildly different Chargers actually connect.
A stock Dodge Challenger SRT8 and a numbers-matching 1970 340 Six Pack Challenger T/A run six straight quarter-mile races, swapping drivers for the final two to separate skill from machine. According to an owner of both cars, the SRT8 trapped 107 mph while the vintage T/A, running on a worn original transmission, hit 115.90 mph. See how a fifty-year-old sleeper kept pace with a modern factory performance car.
The Ice Charger built for Fate of the Furious’s on-ice chase scene gets a full walkthrough from Rob Dahm, whose rotary-focused channel takes a rare detour into Fast and Furious movie-car engineering. Viewers zeroed in on the visible wheel spacers and a switchable four-wheel-drive system that isn’t full-time all-wheel drive. See what else this stunt-built Charger reveals about how franchise movie cars actually get engineered.
A cheap Camaro, a suspiciously good deal, and a total mechanical failure within ten minutes of ownership – that is the entire premise of itsjusta6’s most-watched upload, and it is exactly as painful to watch as it sounds. The video has passed two million views, with longtime commenters half-expecting another blowup before they even click play. It is equal parts cautionary tale and comedy bit for anyone shopping for a bargain-priced muscle car. Watch to see exactly what gave out first.
Edelbrock breaks down one of the most consequential and most commonly misunderstood decisions in engine building: single plane versus dual plane intake manifolds. The difference in plenum design changes everything about how an engine responds at idle, off the line, and at the top of the rev range – and the comments make clear that most street builders should be leaning dual plane. Watch to see exactly why the wrong manifold can undercut a build no matter how good the rest of it is.
Regular Car Reviews rarely reviews a car the normal way, and its take on a 1966 Plymouth Barracuda is no exception – sarcasm first, specs eventually, and a running joke that the car looks best from the rear. Underneath the format is a genuinely overlooked first-generation Cuda, built on Valiant bones and defined by one of the largest fastback rear windows of its era. Nearly a decade after it was filmed, viewers are still reverse-engineering the host’s formula in the comments. Watch to see if you can spot all four steps.
TheBayAreaRacing lined up two stock modern muscle cars with a nearly 180-horsepower gap between them – a supercharged Hellcat Challenger against a naturally aspirated Shelby GT350 – and the trap speeds came back closer than the spec sheet would suggest. One viewer’s verdict had nothing to do with the numbers at all: nothing sounds better than these Mustangs. Watch to see how a flat-plane-crank V8 held its own against a supercharger.
Only ten 1966 Plymouth Belvedere II convertibles left the factory with a 426 Hemi, six of those with automatics, and just one in the color code 661 Metallic Mauve — the car in this episode, restored with its original numbers-matching driveline intact. Commenters can’t agree if the color is mauve or purple, but they agree on one thing: this Hemi was built to be feared, not casually enjoyed. What actually makes a car the rarest piece in a collection already built around rare Mopars?
An orange A-body sitting on a consignment lot in Dearborn looks period correct until it starts. What is under the hood was designed thirty-five years after the body was stamped, makes about 150 more horsepower than the engine that belongs there, and has become one of the most popular swaps in the Mopar world. Read on for why builders keep reaching for this particular engine instead of something newer.
This 1968 Plymouth GTX convertible is one of 24 built, not 34, despite what the video’s own description claims elsewhere — and Mopar fans in the comments caught the contradiction. Under the hood, a 426 Hemi rated at 425 horsepower but built for NASCAR carries torque near 500 lb-ft, backed by a rear end reinforced specifically to survive it. One commenter even corrects the entire GTX-versus-Road-Runner origin story. So which details actually hold up?
Nick Panaritis rebuilt a 426 Hemi before he had a Challenger to put it in — then found a 1970 T/A instead, a genuinely rare factory homologation car built around a 340/6-barrel, not a Hemi. Commenters cite a possible Canadian-market history of roughly 115 T/As, correct a popular Vanishing Point myth, and mostly land on the same verdict: keep this one original. So does the freshly rebuilt Hemi get left without a home, or is there a smarter compromise hiding in the comments?