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Chevrolet lifted the supercharged LT4 out of the Corvette Z06 and dropped it into a car with a back seat, then let buyers choose between a six-speed manual and a brand-new ten-speed automatic. The result was 650 horsepower, a claimed 198 mph top speed, and a 3.5-second run to 60. The engine gets all the headlines, but the hardware holding it down is the more interesting half of the story.
A 707-horsepower Challenger Hellcat lined up against a Tesla Model S, dropped the hammer, and snapped its own driveshaft before it reached the sixty-foot mark. The race was over before it started, but the failure exposed something more interesting than any timeslip would have. Read on to find out why the car that broke tells you more about drag racing than the car that won.
In 1970, Plymouth’s marketing team illustrated a Hemi Cuda wrapped in all 25 colors the brand offered that year, beating Ford’s 15-color Mustang palette and Chevy’s 18-color Camaro lineup. The car in the ad was never built. Decades later, one collector’s memory of that image and a numbers-matching Cuda found untouched in a New Orleans warehouse changed that. Read on for why the finished car looks completely different depending on which side you approach from.
The 1966 Dodge Charger was strange enough that buyers walked past it on the showroom floor, and Dodge built barely 37,000 of them. Two years later a redesign sold nearly triple the original projection, and within another year the nameplate needed a hand-formed aerodynamic nose just to stay competitive on NASCAR superspeedways. The production numbers behind that turnaround explain more about the Charger than any highlight reel does.
Ford moved 105,932 Mustangs in the United States during 2016, finishing well clear of both the Chevrolet Camaro and the Dodge Challenger and extending a winning streak that had already run several years. The interesting part is not the margin but what was happening underneath it, because Chevrolet had just launched an all-new Camaro and Dodge was selling a car whose basic architecture dated to 2008. Here is what actually drove those numbers.
Nearly every car built has air conditioning to keep the people inside comfortable. Dodge found a way to steal that system and point it at the engine instead. The SRT Power Chiller on the Challenger SRT Demon redirected the cabin’s refrigerant to cool the air charge before a run down the strip, a factory-production first that Dodge teased ahead of the 2017 New York Auto Show. Read on to find out how it worked and what it made possible.
Norman Sargent named his restoration shop “Grave Robbers” for a simple reason — it revives cars everyone else had given up on. His passion traces back to a childhood ride in his stepfather’s 1967 Mustang Fastback, a car built the year Ford redesigned the Mustang to fit bigger engines. That personal history now shapes how his shop approaches every barn-find project that comes through the door. Read on to find out what makes his approach to restoration different.
The Shaker hood scoop on this Dodge Challenger looks like pure nostalgia, but it is a functional intake mounted directly to a 375-horsepower HEMI, engineered to feed cooler air while visibly shaking independently of the hood around it. Owners in the comments detail everything from built engines to weatherproofing myths to exactly what the factory Shaker package included. Watch to see the feature — and the questions it still generates — explained in full.
At the Detroit Auto Show, Ford paired a virtual reality ride imagining flying drones and self-driving pods with real engineering demonstrations, including wind tunnel testing for the returning Ford GT and a new 10-speed transmission for the F-150. Read on to find out which parts of Ford’s future-mobility pitch turned out to be accurate, and which were pure show-floor theater.
Ford did not sell the second-generation GT to whoever showed up with a check. Buyers applied, Ford chose, and one of the earliest cars delivered went out the door at $527,000 after its owner specified a paint color that alone cost more than a well-equipped Mustang. Here is how the selection process worked, what the options actually added, and why the car underneath all of it is best understood as a race car that happens to have license plates.
A single classic-car marketplace crunched a year of search traffic and produced a map that reads like a territorial dispute. Ford and Chevrolet each claimed exactly twenty states, one nameplate racked up nearly four million searches on its own, and one New England state broke ranks entirely. The results say as much about how Americans shop for old cars as they do about brand loyalty. Read on to see where the lines fell.
Thirty-six years in a Great Plains farm shed will bury a car in dust and obscurity, but for a numbers-matching Corvette it can also mean remarkable preservation. This 1965 Sting Ray coupe came out with its original engine and four-speed still in place and the paperwork to prove it. The real story was never on the surface, it was in the documentation. Read on to find out what separates this car from thousands of ordinary small-block Corvettes.
A classified ad hunting for four completely different American classics, a 1930s Ford coupe, a postwar pickup, an early Mustang, and a Chevrolet SSR, reveals more about how collectors think than most polished auction listings ever do. The buyer will even consider an unfinished project, as long as it’s solid. Read on to find out why this specific combination makes sense as a starter collection.
Pontiac was not supposed to build the 1964 GTO at all. A corporate rule banned engines over 330 cubic inches from the compact Tempest, so three engineers found a loophole in the option book and dropped a 389 in anyway. Management approved 5,000 units as a hedge against failure. Buyers ordered more than six times that number in the first year, and Detroit spent the next decade chasing what Pontiac started by accident.
Two hundred miles per hour is not a horsepower problem, it is a physics problem, and drag gets exponentially harder to overcome the faster you go. Hennessey took a brand-new sixth-generation Camaro SS, added a supercharger and a long list of supporting hardware, and came back with a verified 202.1 mph. Here is what went into the HPE750 package, why the number was so hard to reach, and how a factory Camaro ended up in company that used to belong exclusively to exotics.