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When the hammer fell at $3.5 million in Scottsdale, it set a benchmark for the very top of American collector cars. The car was a 1967 Chevrolet Corvette L88 — one of just twenty built and reportedly the only one in its color. The L88 was Chevrolet’s factory race car disguised as a street Corvette, deliberately underrated to scare off casual buyers. Find out what makes a single Corvette worth the price of a fine home.
A 1970 Plymouth Satellite has sat neglected in the same spot for a full decade, weeds closing in and fluids turned to varnish. The self-styled Rust Avengers, joined by familiar YouTube wrenches, assemble to coax it back to life. Getting an engine to fire after ten years of silence is never as simple as turning a key. See whether the old Mopar wakes up or a decade of sitting has done permanent damage.
While checking his trap line in central Wisconsin, a man came upon something he never meant to catch — an enormous timber wolf, tangled and very much alive. What follows isn’t a trophy story but a careful, tense effort to set a powerful, frightened predator free without anyone getting hurt. Shot in 2015, the footage has drawn millions who came for the spectacle and stayed for the drama. Watch how the release unfolds.
A 1976 Dodge Aspen R/T doesn’t look like a factory Super Bee — because in the U.S., that car never existed. Chrysler kept the nameplate alive four extra years exclusively for Mexico, grafting a Dodge front end to a Plymouth’s tail and fitting an engine American buyers couldn’t get. One grandfather-grandson build project set out to recreate it from scratch, one badge and taillight at a time.
Strapping a leaf blower to an engine’s intake and calling it forced induction sounds absurd — and the channel behind it freely admits no real boost was ever made. But the point isn’t to defeat physics; it’s to see what actually happens when you force extra air at an engine that never asked for it. The results, they say, were still interesting. Watch the experiment and the surprisingly useful lesson hiding underneath the noise.
A factory-built Dodge Demon meets a Tesla Model S P100D Ludicrous — not on a prepped drag strip, but out on the street where traction is scarce. The tire-lifting Mopar was engineered for a groomed track, while the Tesla deploys instant electric torque through all four wheels. On cold, dusty pavement, the advantage may not go to the car with the bigger horsepower number. See how gas monster and electric weapon stack up when the deck is stacked.
In June 1976, cruising Gratiot Avenue, I was sure my beefed-up ’67 Barracuda was unbeatable—until a Pontiac 2+2 convertible rolled up. With a 421 tri-power engine, it left me red-faced and $50 lighter. This rare beast, a big brother to the GTO, packed 376 HP and 461 ft. lbs. of torque. Though never hitting GTO sales, it wowed with dual exhausts and heavy-duty springs. The 2+2 even tried a comeback in ’86, but like my race victory that day, it was short-lived!
Real horsepower sometimes hides in places you can’t see — like the shape of the passages inside an intake manifold. The host of The Fab Forums pulls back the curtain on port matching, blending the manifold runners to the cylinder head so air never stumbles on its way in. It’s patient, permanent work where knowing when to stop matters more than how hard you grind. Watch how a professional approaches a job that punches far above its weight.
Next time you’re cruising around Adelaide, Australia, keep an eye out for Alf’s stunning 1965 Chevy II Nova SS. This red beauty, imported in 2008, flaunts original California plates and a 283 engine paired with a two-speed PowerGlide transmission. Alf’s dedication to authenticity shines, though he’s added some cheeky dual exhaust Flowmaster mufflers for a power boost. Spot the car, say “g’day” to Alf, and maybe get a peek into its feathered-paint-damaged past. Just don’t mention the missing A/C!
Don Yenko built his reputation on stuffing 427 big-blocks into Chevys, which makes this 1970 Nova an outlier — when GM discontinued the 427 option that year, Yenko swapped in the high-winding LT1 350 shared with the new Z/28 Camaro instead, creating the car now known as the “Yenko Deuce.” Only 175 were built, split between four-speed and automatic cars, largely to dodge the insurance rates crushing big-block muscle by 1970. Here’s why the small-block gamble made this Nova rarer than most big-blocks of its era.
This black 1972 Chevrolet Monte Carlo represents the final year of the original luxury coupe’s styling, and buyers that year could still order a genuine 454-cubic-inch big-block right alongside power windows and a vinyl roof. Chevy had already dropped the SS package by 1972, so there was no factory “SS 454” badge, but the big-block engine option carried on at 270 SAE net horsepower. Here’s what actually separated a big-block ’72 from the more famous ’70 and ’71 SS models.
1320video heads to the Merrill Ice Drags in Wisconsin, where drag racing moves off the asphalt and onto a frozen lake. Series regular Fred — last seen destroying an EcoBoost Mustang in the half mile — brings his Yukon to a surface where traction is barely a rumor. It is a raw, low-buck, wildly entertaining look at a form of motorsport most fans have never seen. See how ice drag racing really goes down.
That Racing Channel breaks down “The Devil’s Reject” — a 2,200-horsepower Shelby GT500 built by Evolution Performance that became the first Ford mod-motor car into the six-second quarter mile. Its MPR-built 5.8L modular V8 actually shrinks to 349 cubic inches via Darton sleeves, then breathes through a massive 94mm Precision turbo. It is a masterclass in why bigger displacement is not always the answer in the X275 class. See the build that rewrote the record books.
This 1973 Chevrolet Camaro Z/28 is one of the last true Z/28s built before emissions rules and insurance surcharges reshaped the muscle car market for good. Its 350-cubic-inch V8 still had four-bolt mains and a forged crank, but output had fallen to 245 net horsepower as hydraulic lifters, a Quadrajet carburetor, and EGR plumbing replaced the Trans-Am-bred hardware of just a few years earlier. Here’s how much muscle was actually left under that round-taillight rear end.
OldCarMemories.com makes the case that the 1970 Buick GS 455 Stage 1 — not the Hemi or the LS6 — was the true top of the muscle-car heap. Built in the last great year of high-compression V8s, it hid a monstrous, underrated torque figure beneath famously understated bodywork. It is the ultimate gentleman’s sleeper, the quiet car that humbled flashier rivals off the line. See why Buick’s brawler still earns a cult following.