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Six point seven four seconds at 213 miles per hour sounds like a purpose-built dragster, not a car that once wore an AMC Javelin badge. Bryant Goldstone’s 1973 Javelin set the Ultimate Iron record at Hot Rod Drag Week running a 565-cubic-inch big-block Chevrolet under twin 94-millimeter turbochargers, and it drove itself between tracks on public roads to do it. Read on to find out how a forgotten pony car ended up outrunning machines worth ten times its original sticker.
Pontiac built 697 Trans Ams for 1969, every single one of them Polar White with Tyrol Blue stripes, and only about 55 of those carried the 345-horsepower Ram Air IV V8. The car could not legally compete in the racing series it was named after, because its 400-cubic-inch engine exceeded the displacement limit. Pontiac paid the SCCA a royalty for the name anyway. Read on for how the most famous badge in Pontiac history started.
General Motors spent the 1960s refusing to let its mid-size cars carry engines larger than 400 cubic inches. When that rule finally lifted for 1970, Chevrolet dropped a 454 into the Chevelle within months. By 1972 the numbers on the window sticker had fallen sharply, but not for the reason most people assume. Read on for what a 454-powered 1972 Chevelle SS actually delivered and why it closed out the best-looking generation of the car.
Ford did not offer a Mach 1 in 2010, so Mike Giertuga built one out of his son’s S197 Mustang GT. That car left the factory with a 4.6-liter V8 freshly bumped from 300 to 315 horsepower, a genuinely good Mustang that simply was not wearing the badge. Here is the on-again, off-again history of the Mach 1 nameplate, what the original 1969 car actually included beyond stripes, and one common myth about the 2010 chassis worth correcting.
This Dallas street race leans fully into ‘run what ya bring’ territory, pitting a flat-black turbo LSx Nova against a nitrous-fed small-block Nova and a sleeper Firebird that looks far slower than it runs. No sanctioning body, no class breaks — just whoever shows up quickest. See how three very different builds stack up against each other.
A supercharged 1969 Plymouth Barracuda gets the full unedited treatment in this single continuous take filmed at Finland’s Vantaa Cruising meet — idle, burnout, launch, and an exhaust note commenters call insane before the clip even ends. Sharp-eyed viewers picked apart everything from a slightly misaligned trunk lid to exactly which Barracuda generation this is. Watch the whole take to hear why.
This C6 Corvette runs a 549 cubic-inch V6 fed by two 98-millimeter turbochargers, the product of roughly seven years of development. Building a six by deleting two cylinders from a big-block V8 is not vandalism, it is a real drag racing practice that trades cylinder count for a shorter, narrower engine with enormous per-cylinder displacement. Here is why the math works, what the C6’s rear transaxle brings to it, and why the seven-year timeline is the real story.
Ken ‘Big Stick’ Godsey’s 1964 Mercury Comet tribute to drag racing legend Ronnie Sox made its first nine-second pass at the NHRA Holley Hot Rod Reunion — a wheels-up, bouncing four-speed launch that still gets commenters talking about clutch adjustment and crash-box durability years later. Barely a minute long and almost entirely without narration, the clip lets the launch speak for itself. Watch to see the pass that earned it.
This 1966 Pontiac GTO runs the genuine factory Tri-Power 389 and four-speed manual that enthusiasts consider the GTO’s high-water mark, filmed for Garrett Classics in Lewisville, Texas. Longtime GTO owners in the comments ran through it like a correctness checklist — Hurst shifter, PMD Rally Wheels, factory power brakes — and approved. See what the car John DeLorean fought GM’s rules to create looks like when it’s done exactly right.
The 1969 Camaro SS could be ordered with the 396 big block in three separate states of tune, and the difference between them shows up the instant the rear tires break loose. The top-spec L78 ran an 11:1 compression ratio and made 415 lb-ft of torque at just 3,600 rpm, in a car weighing roughly 3,790 pounds. Here is what actually separates the three engines, why RS and SS were never the same thing, and how to tell a real SS 396 from a tribute.
This 1958 Ford F100 shortbed still runs its factory 272 cubic-inch Y-block V8 and original three-speed manual, filmed at Country Classic Cars in Staunton, Illinois. Sharp-eyed commenters spotted clues suggesting the radio and mirrors weren’t original to the truck — a reminder of just how much detective work goes into verifying a survivor. Watch to see what else gives this classic Ford’s history away.
The Dodge Dart Swinger was engineered to deliver real V8 acceleration without wearing any of the badges that made insurance companies pay attention, and the 1973 model year brought a new front end, electronic ignition across the range, and engines from a 198 Slant-Six to a 318 V8. Its compact dimensions and leaf-sprung rear axle explain why an A-body smokes its tires so easily. Read on for what changed in 1973 and why the regulation behind it mattered.
The 1969 Camaro SS 396 is remembered for sheet metal Chevrolet used for exactly one model year and then abandoned forever, but the argument that keeps collectors awake has nothing to do with the styling. Three separate states of tune wore the same SS 396 badge, and only one of them carried the solid-lifter L78. Roughly 13,970 big-block cars left the line, and telling them apart takes more than a glance. Read on to find out what actually separates them.
Scottie Dyer picked this 1966 Mustang convertible for his Dirty Dozen lineup completely sight unseen, betting on Classic Restorations Of Southern Indiana’s reputation before ever laying eyes on the finished car. What showed up at the 2017 Pigeon Forge Rod Run backs up the gamble — a stance and wheel combination viewers immediately praised, paired with an engine bay built to look deceptively stock. Small shop, big test, national audience. Watch to see if the build holds up.
Metal Brothers brought this 1970 Chevelle to Cruisin’ The Coast 2016 before it was actually finished — no interior, an LS3 still mid-tune, but a stance and mile-deep black paint job already locked in. The panel work is smooth enough that viewers are asking how many hours it took to get there. It’s a rare look at what a serious build looks like before the final polish. Watch to see how much of the hard work was already done.