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No prep racing strips away the traction compound that normal drag strips depend on, which turns a thousand-horsepower pass into a wrestling match. A helmet cam mounted inside BoostedGT’s Ford lines up against Flaco’s twin-turbo LSx S10 at No Prep Mayhem in Wichita. Two very different formulas, one very slick surface. Read on for what makes this format so much harder than it looks.
Dodge built the 1968 Dart GTS around a 340 small block, offered a 383 to buyers who wanted more, and flatly refused to put a 440 in the car on its own assembly line. Roughly fifty of them got one anyway, through an outside shop working under Dodge supervision. A clean, documented example is one of the harder cars in the Mopar world to verify. Read on for what to check before you believe the ad copy.
Pete Calandra has owned this 1969 Buick Electra 225 convertible for forty-five years, ever since buying it in the middle of a snowstorm. Now restored in gold paint and shown at World of Wheels in Rosemont, Illinois, the car has been preserved to a condition its owner intends to keep far away from winter roads for good. As Buick’s full-size flagship, the Electra 225 was built for comfort and presence rather than speed, and this one carries a rarer credential than horsepower: a single owner for nearly half a century. Watch to hear the story behind one of the longest-held cars on the show floor.
In the early 1960s, when factory racing was not technically supposed to exist under General Motors’ own corporate policy, a handful of very specific cars still rolled off assembly lines built almost entirely for the drag strip. This 1962 Chevrolet is one of them, and if you did not know to look for it, you would swear it was just another Impala. The debate over exactly what engine it is hiding still is not fully settled. Watch to see why even longtime owners disagree.
Real 1970 Plymouth Superbirds are nearly impossible to buy — Plymouth built fewer than 2,000 to satisfy NASCAR’s homologation rules, and survivors now sell for prices most enthusiasts will never reach. So The Brothers Collection built their own from a plain 1970 Plymouth Satellite, recreating the wing car’s nose cone and towering rear wing on a more attainable platform. Featured on V8TV’s Muscle Car of the Week, the build raises a real question about what a tribute car needs to get right to earn respect. Watch to see how close a handmade Superbird can get to the real thing.
A 1969 Chevelle SS wearing both 396 and 454 badges is telling you two stories at once, and only one of them came from a Chevrolet assembly line. The bigger engine did not reach a Chevelle engine bay until the following model year, which means every car labeled this way has a decision buried somewhere in its history. Here is what Chevrolet actually built in 1969, why the 454 swap became so common, and how to tell which one you are looking at before the money changes hands.
Humberto Garcia of Meadowdale Performance Garage in Carpentersville, Illinois, built his shop around one specific memory: his father bringing home a new Lincoln when Garcia was a boy. This 1972 Continental Mark IV in Rose Diamond Fire Metallic, powered by Ford’s 460-cubic-inch V8, is a showcase of that focus — a personal luxury coupe restored with the same care most shops reserve for muscle cars. Shown in Carpentersville, it makes the case that Lincoln’s design ambition deserves the same collector attention as flashier nameplates. Watch to see why one family’s memory became a whole shop’s specialty.
Mark Klopack of Hot Rod Auto Body Restoration in Schiller Park, Illinois, calls this 1969 Ford Mustang Shelby GT350 an all-original car — a claim that carries real weight in a market full of reproduction panels and patchwork restorations. Finished in Royal Maroon and shown at World of Wheels in Rosemont, the car doubles as a working portfolio piece for Klopack’s shop. As one of the last genuinely Shelby-built GT350s before Ford took the reins in 1970, it’s a car built on pedigree rather than horsepower bragging rights. Watch to see what all-original really means up close.
Hurst planned to build fifty R-Code Mustangs and finished sixteen. That shortfall alone makes this Oxford White and Hurst Gold car one of the rarest modern muscle cars carrying a legendary name, but the Kenne Bell supercharger bolted to its Coyote V8 is the part that separates it from anything a Ford dealer ever sold. A claimed 750 horsepower against a factory rating of 435 is not a tune. It is a different car wearing the same sheet metal.
This gold 1970 Chevelle wears SS trim over a 350 bored to 355 cubic inches, an Edelbrock carburetor, headers and a Flowmaster exhaust, plus Vintage Air and 17-inch wheels. It is a genuinely appealing driver, but the 1970 SS package tells a stricter story than most listings admit. Chevrolet did not offer a small block under an SS badge that year. Read on for what that means for the car and its value.
Walk the floor at the Detroit Autorama and you will see hundreds of builds fighting for attention with chrome, candy paint, and glass-smooth bodywork. Then there is the one that does the opposite: flat black, low, and radiating enough menace that one videographer said he approached it carefully. Under that deliberately unglamorous finish sits a genuine Dodge R5 NASCAR-spec engine with no business being in a street car at all. Watch to see why this 1970 Charger stole the show.
A turbocharged Fox Body Mustang making a claimed 1,200 horsepower walked into a Street Car Takeover event and beat a twin turbo Coyote swapped Mustang that ran an 8.21 second quarter mile in the same final. That is a car from the Reagan administration outrunning modern factory engineering on modern tires. The Fox platform keeps producing results like this for reasons that have very little to do with luck, and a great deal to do with weight, architecture, and thirty years of aftermarket development.
Somewhere on I-29, at a heads-up no-prep event, a family hauler with two baby seats in the back lined up against purpose-built race cars, then drove itself home afterward. That alone would be a decent story. But the horsepower number this Dodge Charger Hellcat put down on E85 and bolt-on parts alone is the kind of figure that makes seasoned drag racers do a double take. Watch to see the run, and the reaction times, for yourself.
Tom Lembeck bought two identical 2016 Dodge Charger SRT Hellcats, new, because one apparently was not enough. Each carries 707 horsepower, a supercharged 6.2-liter HEMI, and two key fobs that make it two different cars depending on which one you use. Dodge marketed it as the quickest, fastest, most powerful production sedan in the world. Read on for what makes the four-door version the strangest one in the lineup.
Dodge built just 740 Coronets with the 426 Hemi for 1966, roughly half of them in range-topping Coronet 500 trim, out of only 2,714 Street Hemi cars built across the entire industry that year. The engine existed for one reason: NASCAR homologation demanded Dodge sell a street version of its race motor. This documented low-mileage example is one that survived being used the way most of them were. Read on for how rare a Coronet 500 Hemi actually is.