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A 74-year-old retired Ford technician built a private collection of more than 200 cars on his own rural Michigan property, and now a township ordinance is forcing him to sell or scrap 20 of them every month. Ron Dauzet says the pace has turned his passion into a race against the clock, with officials checking his progress in person each month. Two years and roughly 180 cars later, he’s still not done, and not every car has gone to a buyer who wanted it.
Before the SRT Viper wore a V10 and became an American icon, the very first Viper roadster ran a V8 — a detail most fans never learn. TFLcar sat down with the powertrain engineer who has been with the Viper program since 1989, back when it existed only as a mule, to trace how the car got its name and its identity. Watch to hear the origin story straight from someone who lived every bit of it.
1970 was the last year GM could build genuinely high-compression V8 engines before emissions rules changed everything — and Buick’s GS Stage 1 455 used that final window to build one of the era’s most underrated muscle cars. With torque figures that outmatched flashier rivals from Chevrolet and Pontiac, the Stage 1 quietly earned the “top of the heap” title this video argues for.
Henry Ford quietly built at least eight boats in the early 1920s, and the last survivor, named Evangeline, carried a 450-horsepower V12 engine repurposed from a World War I fighter plane. It reportedly hit 49 mph in 1924, fast enough to outrun dedicated race boats of the day, before a fire at the Gold Cup ended Ford’s interest in racing on water for good.
Dave O’Malley has owned his 1966 Pontiac GTO since 2002, and when asked what he loves most about it, he doesn’t mention horsepower — he points to the “coke bottle” shape of the tail lights. Filmed at Fast Eddie’s Hot Dogs and Hot Cars Classic Car Show in Batavia, Illinois, this GTO represents the year the model came into its own as a standalone Pontiac. Two decades of ownership tends to produce that kind of detail-level devotion.
In 1966, most Chevelle shoppers who wanted power bought a Malibu or the newly standalone SS-396 — the base 300 series was built for buyers who wanted a car, not a statement. Of the 28,600 base 300s Chevrolet built that year, only 5,300 came with the optional V8, making a V8-powered example like this one the exception rather than the rule.
Overshadowed for decades by its flashier sibling the Road Runner, the 1969 Plymouth GTX quietly offered the same 440 or optional 426 HEMI power with a more refined trim level buyers rarely talk about. The Drive’s Mike Musto gets behind the wheel of this rare gem to show exactly why serious collectors are starting to pay attention. It’s the kind of muscle car whose reputation is only now catching up to its performance.
What starts as a routine engine rebuild turns into a full history lesson on Chrysler’s small-block Mopar V8 family, as Steve Dulcich and David Freiburger pull a wrecked 318 out of their off-road 1970 Dodge Challenger and start talking through decades of LA-series changes and hands-on rebuilding tips. It’s practical, hands-on Mopar knowledge delivered the way only two people who’ve actually built dozens of these engines can deliver it. Watch the full breakdown before you attempt your own rebuild.
The 3rd generation Chevrolet Impala (1961-1964) is like a fine wine—it only gets better with age! Launched with a sleek, new body on the GM “B” platform, it introduced a two-door sedan in ’61 that’s now a collector’s dream. The ’62 model year boasted a snazzy “C” pillar and a new 409 V8 engine, which even got the Beach Boys singing. By ’64, the Impala was smoother with muscle car fans rejoicing the return of the 409 engine, this time with two four-barrel carburetors for a whopping 425 hp.
Chevrolet’s Camaro, initially code-named Panther, roared onto the scene in 1966, aiming to devour Mustangs like a “small vicious animal.” From the first-gen ’67-’69 classic to the sleek fourth-gen ’93-’02 models, the Camaro evolved with a flair for style and speed. Notably, the ’70 SS 350 was hailed as a top ten car globally. By the ’80s, fuel injection modernized the beast, while the ’90s saw anti-lock brakes as standard. As Camaro celebrated 35 years, its legacy remained a thrilling ride through automotive history.
Tall Guy Car Reviews settles the old-school-versus-new-school muscle car argument the only fair way — lining up a genuine Hemi Cuda against a modern Dodge Hellcat, using his friend Daryl’s actual classic rather than a stunt car. One represents peak naturally-aspirated engineering from muscle car’s golden age; the other represents what that same philosophy looks like with a supercharger and decades of extra engineering. Watch to see which one wins the argument.
This vintage road test puts the 1971 AMC Javelin SST through its paces the way period reviewers actually experienced it — no nostalgia, no hindsight, just a genuine pony car contender being judged against Mustangs, Camaros, and Challengers on equal footing. AMC never had the marketing muscle of the Big Three, and the Javelin’s sales numbers show it, but the styling and driving impressions here explain why collectors have quietly come back around to it. Watch the full period test to see how it holds up.
Hagerty’s Davin Reckow put his own 396 big-block 1966 Chevelle through a full test battery — butt dyno, eighth-mile strip, chassis dyno, and gas mileage — after swapping its carburetor for a Holley Terminator EFI system. The results settle an argument that’s split classic Chevelle owners for years: does fuel injection actually make a big-block Chevelle better, or does it just make it different? Watch the full breakdown to see which side wins.
Jeff Battaglia’s 1967 Ford Mustang Fastback GT 390 gets mistaken for a famous movie car more often than not, and the family never bothers to argue. What they don’t mention is the seven years it spent inside Platinum Custom Cars before its debut at the Muscle Car and Corvette Nationals in Rosemont, Illinois. Watch to see the finished result.