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Aluminum heads or cast iron? Nick’s Garage settles the eternal garage argument the honest way, with the same Oldsmobile Rocket 350 run back to back on the dyno, chasing a clean 400 horsepower. Off come the heavy iron castings, on go the Edelbrock aluminum pieces, and the numbers do the talking. It is a controlled test that tells you not just which wins, but by how much and whether the upgrade is worth the cost. Watch to see the results.
A fabricator named Greg tackles the rusted rear quarter of a 1967 Mustang coupe — the exact spot where these cars quietly rot themselves to death. It looks like simple bodywork, but the gap between ‘looks simple’ and ‘looks factory’ is where most restorations fall apart. This is the unglamorous metalwork that decides whether a classic lives or dies. Watch the craft behind a proper patch panel.
AMC built the AMX as a two-seat halo car meant to prove a budget-focused company could build a real sports car, and it worked almost too well: total production across three model years landed at just over 19,000 units. Its 390-cid V8 made 315 horsepower on a chassis shortened from the Javelin until the wheelbase actually beat the Corvette’s. That rarity is exactly why a wanted ad like this one still shows up decades later. Here’s what makes the AMX worth the hunt.
Two intake manifolds can look like twins on the bench and still make or break a build, and Edelbrock breaks down exactly why. A dual-plane splits the plenum to build strong low-end and midrange torque for street driving, while a single-plane opens everything up for maximum high-rpm airflow on race engines. Pick the wrong one for your cam and gearing and you cap the very power you were chasing. Watch to learn which manifold actually matches how you drive.
A six-cylinder Malibu that’s been in the same hands for nineteen years doesn’t get to 520 horsepower overnight. Jeffery’s slow-build street rod — big-block swap, upgraded rear end, reworked suspension — is a reminder that the best builds in this community are usually years in the making, one system at a time.
A classified ad hunting for a 1932-40 Ford Coupe or a 1950s Chevy pickup might look like an ordinary want-ad, but the years being chased are anything but random. The Deuce Coupe in particular helped launch hot rodding as we know it, thanks to being the first affordable car built around a V8. Decades later, demand for one is still strong enough to inspire cash offers over the phone.
That cloudy, yellowed look on aging headlight lenses isn’t just dirt – it’s UV damage happening at a microscopic level, and a dollar tube of toothpaste can genuinely make it disappear. The fix works because of what’s actually in most toothpaste formulas, but it comes with a catch most quick-tip articles skip entirely. Here’s the full toothpaste method, why it works, and how long the results really last.
Reviving your ride’s steering wheel isn’t just about aesthetics—it’s about safety, comfort, and personal flair. Gone are the days of grabbing a generic cover at the auto shop; now, options abound to replace that cracked relic with something swanky. Whether you’re eyeing an aftermarket wheel or restoring the original for that fresh-off-the-assembly-line look, the process is a breeze. Just remember: don’t let a stubborn wheel smack you when removing it! Contact the pros for a real showstopper.
In the spotlight of Chevrolet’s muscle car legacy are the iconic Bel-Air, Camaro, Chevelle, Corvair, Corvette, and Nova. The ’57 Bel-Air is a collector’s dream, while the Camaro battles the Mustang in a stylish showdown. The Chevelle flaunts NASCAR cred, and the Corvair offers quirky fun with a rear-mounted engine. The Corvette, a showstopper since ’54, dazzles with horsepower, while the Nova proves you don’t need a big engine to blow away the competition. A muscle car for every mood, Chevy’s got you covered!
Title: Buying a Collector Muscle Car
Buying a collector muscle car is like dating—don’t let the shiny exterior fool you. Avoid top blunders like overpaying, failing to research, or settling for a rust bucket. Ask sellers smart questions, and don’t be shy about scrutinizing every inch of the car. A test drive isn’t a Sunday cruise; it’s a chance to uncover hidden squeaks and leaks. Online buyers, pay in escrow and remember, the ’80s and ’90s cars are the future classics. Keep your cool, even if your heart’s racing faster than the car’s engine!
Ever wondered why your car’s standard transmission feels like a secret club? With gears ranging from two to seven, it’s like a party in your gearbox! These transmissions feature main shafts, lay shafts, and a dog clutch that sounds more like a pet than a car part. Remember, shift at lower RPMs for better fuel economy, but not so low you stall and become the neighborhood’s latest attraction. For a good laugh and to keep your engine purring, check out those hilarious YouTube clips at the end!