 |
A gasser’s nose-high stance was never about looks. It came from straight-axle front ends built purely to shove weight onto the rear tires at the drag strip, a style NHRA had largely legislated away by the early 1970s. This 1969 Chevelle wears it anyway, trading factory SS composure for something closer to a Tri-Five drag racer’s attitude. That is a deliberate choice, and it says a lot about what the builder wanted.
WYCO Racing’s Operation Octane no-prep event turned the pit road at Kansas Speedway into a proving ground for genuinely street-driven cars, no dedicated race builds allowed. A supercharged Mustang Cobra, an Eagle Talon, and even a four-door CTS-V all took their turns on unprepped pavement. Watch to see which daily driver came out on top when the safety net of sticky racing rubber disappeared.
Steam power was a genuine rival to internal combustion in the earliest days of the automobile, and Leon Serpollet’s flash boiler was central to that fight. His design generated usable steam almost instantly instead of requiring a long warm-up, and in 1902 it helped him set a 75 mph land speed record. His death in 1907 left flash-boiler technology as one of the automobile’s more fascinating dead ends.
The Plymouth Superbird’s nose cone and towering wing were not styling decisions. They were the price of admission to NASCAR’s superspeedways in 1970, and the rulebook forced Plymouth to build roughly 1,935 street cars nobody had asked for. Only about 135 left with the 426 Hemi. NASCAR then legislated the aero cars out of existence after a single season. Here is how one loophole produced the most recognizable Mopar ever built.
This Granada Gold 1967 Camaro SS396 convertible, built for V8TV’s 50th-anniversary Camaro coverage, marks the exact mid-year moment Chevrolet finally let the 396 big block into the Camaro — a full two years after it debuted in the Impala SS. Host Kevin Oeste and The Brothers Collection dig into why the engine was late, and viewers’ own decades-old ownership stories fill in the rest.
Two privately owned, twin-turbo cars claiming over 1,100 horsepower apiece — a Ford GT and a Dodge Viper — line up at a Texas Speed Syndicate private track day, and the result comes down to something neither spec sheet could predict. Years later, this exact clip still gets cited in GT-versus-Viper debates online, by fans on both sides of the argument who each think the footage proves their point.
A 1967 Chevrolet Camaro SS could leave the factory with a 295-horsepower 350 or a 375-horsepower 396, and the difference between them matters far more than anything the badges on the fenders suggest. The SS package brought genuine hardware, including upgraded suspension and cooling alongside the higher-output V8, rather than just the bumblebee stripe. Read on for what each engine actually ran, how to tell an RS from an SS, and why documentation matters more than the model year.
A two-tone Buick Roadmaster was the postwar equivalent of a nameplate on an office door, the longest and most chrome-laden thing Buick built, with fender portholes that told everyone exactly which rung of the lineup you had purchased. Underneath the hood sat either the 320-cubic-inch straight-eight or, from 1953 onward, the 322 nailhead V8, paired to the first torque-converter automatic sold in a mass-produced American car. Read on for how to place one by its details and what they bring today.
A Hemi-powered Mopar, a boosted Buick, and a naturally aspirated Corvette line up for a rolling-start grudge match in this F.A.S.T. Racing matchup — three completely different performance philosophies going head to head with nothing but a green light to settle the score. Turbo lag, big-inch torque, and high-revving small-block power all bring something different to the table. Watch to see which approach comes out on top.
The Brothers Collection’s 1969 Pontiac GTO Judge convertible carries a claim few muscle cars can match: it’s believed to be the last drop-top Judge Pontiac built for the entire model year. Host Kevin Oeste digs into the Ram Air III 400, the correct late-production color, and the small originality details that back up the story. One viewer’s decades-old memory of spotting this exact color as a kid says just as much about the car as the spec sheet does.
DragTimes pits a 707-horsepower Challenger Hellcat against a Tesla Model S P100D at a StreetCarDrags.com event — the latest round in what the channel calls a rivalry that ‘won’t stop racing.’ One detail catches viewers off guard: the Tesla actually weighs more than the Hellcat, making its edge purely about how instantly electric torque arrives. Multi-angle GoPro coverage means nothing at the stripe goes unseen. Watch to see whether the V8 finally closes the gap.
The 1969 Charger R/T is the car most people picture when they hear the name, and not only because of a certain orange stunt car. A 440 Magnum came standard, the Hemi was available to the very few who could justify it, and the R/T package brought suspension and brake upgrades to match. Here is what the R/T really included, what one honestly ran at the strip, and why documentation decides what a car is worth today.
A 1970 Chevelle running a 383-cubic-inch small block crate engine lined up against a 2009 Mustang GT running little more than a cold air intake and a tune — and the Chevelle’s front end came off the ground before either car had gone ten feet. The comments turned into a full small-block-vs-big-block debate. Watch to see how the race actually finished.
Mercury launched the Cougar Eliminator in the middle of the 1969 model year, gave it a spoiler, a wing, a blacked-out grille, and access to the same Boss 302 and 428 Cobra Jet engines that made Mustangs dangerous, then killed it after two seasons. Roughly forty-five hundred were built in total, making it rarer than the Ford it was answering. Here is what separates the years, the engines, and the cars worth chasing.
John Cena’s 1966 Dodge Hemi Charger is not just famous because he owns it. Dodge built only 468 Chargers with the 426 Hemi that first year, making it one of the rarest first-generation Chargers in existence. Cena has kept it unmodified, running its factory 425-horsepower specification more than half a century later. His collection also reveals a pattern common among WWE stars: a preference for loud, powerful American iron over European exotics. It’s a collecting style that mirrors the persona built in the ring.