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The 2018 Dodge Challenger SRT Demon shipped with two different keys, each unlocking a genuinely different power output depending on what fuel is in the tank — 808 horsepower on regular pump gas, or the full 840 on 100+ octane race fuel. Making that switch safe required a second engine computer and a built-in failsafe against mixing fuels. Read on to find out how the system actually works.
Pontiac built just 3,797 Judges for 1970, wrapped in Hurst shifters, Ram Air 400 power, and a name borrowed straight from Laugh-In. What started as a plan for a budget alternative to the Road Runner ended up as one of the most recognizable muscle car packages Detroit ever built. Read on to find out how a sitcom catchphrase became a six-figure auction star.
One Florida collector ran out of garage space and solved it in the most literal way possible — by buying an entire former Walmart in Punta Gorda and turning it into a private car storage building. Locals driving by on US 41 can catch a glimpse of a baby blue 1964 Impala parked behind the fence, but that is only a fraction of what is reportedly inside. Watch to see just how much car a big-box building can actually hold.
By the mid-1960s, Oldsmobile had a branding problem hiding in plain sight: the word “old” sitting right in its own name. The company’s answer wasn’t a rename, it was a full reinvention built around the 4-4-2 option package, a livelier Cutlass lineup, and advertising aimed at buyers who had never considered an Oldsmobile before. Read on to find out how a brand built for retirees ended up building some of the era’s most collected muscle cars.
Johnny Hawkins spent years chewing through AHRA competition behind the wheel of a 1964 Ford Falcon nobody expected to matter, backed by Drew Ford and powered by nothing more exotic than Ford’s first small-block V8. The Falcon’s humble economy-car reputation made it the perfect sleeper, light enough to out-accelerate cars carrying far more displacement. Read on to find out how a car built to be cheap ended up rewriting Ford’s small-block legacy.
James sold his 1970 AAR ‘Cuda for five hundred dollars decades ago — a genuine SCCA Trans-Am homologation special that Plymouth built only 2,724 of. Under the hood sat a 340 Six Pack officially rated at 290 horsepower but widely believed to make considerably more. Read on to find out what the car is worth today, and why that sale still stings.
This isn’t just another old Model T on a showroom floor — it’s one of the very last ones Ford ever built, rolling off the line in the same stretch of 1927 that saw the fifteen-millionth example completed before Henry Ford closed the book on the car that invented mass-market motoring. Nineteen years, one design, and a number no other automaker had ever approached. See what made the final run of America’s first true production car special, and why it still matters to everyone who loves what came after it.
This 1971 Chevrolet Nova arrived at Vanguard Motor Sales with barely a paragraph of description, but the comments filled in the blanks fast — viewers pegged it as a serious resto-mod running what one commenter called ‘7.4 liters of fun,’ shorthand for a 454 cubic-inch big block Chevrolet never offered in this body style. The amber lighting and paint drew their own praise, with one viewer calling it a flat-out show stopper. Watch to see a compact built as a blank canvas rather than a numbers-matching original.
This 1966 Chevy Nova wears an unassuming compact body, but the L79 327 under the hood is the same Corvette-spec engine that turned it into one of the meanest sleepers of the muscle car era. Read on to find out how rare a genuine L79 car really is and why it could still embarrass far more expensive machinery at a stoplight.
Car and Driver spent the 1960s testing everything from factory Corvettes to a road-going Ford GT40, all reduced to the same simple number: 0-60 mph. Two Shelby Cobras claimed the top two spots, one of them clocked at a scarcely believable 4.3 seconds, while a small-block Mustang GT snuck onto the list ahead of genuine big-block muscle. Read on to see how all twelve cars stacked up — and why the testing methods behind these numbers deserve an asterisk.
At first glance, Ed Roethel’s two-door Pontiac wagon looks like a converted Chevelle from the mid-1960s. It isn’t — Pontiac never built a two-door wagon on this platform in any year, which makes this a genuine one-off creation rather than a rare factory survivor. Read on to find out what it took to fabricate a body style that never officially existed.
Chevrolet’s 1955 Bel Air debuted with an engine so influential that every Chevy small-block built for the next four decades traced back to it — even though the earliest examples burned oil and struggled on regular gas. From the 195-horsepower Super Power Pack to the rare fuel-injected 283 offered in 1957, the TriFive years defined an entire era of Chevrolet performance. Read on for the full year-by-year breakdown of what made these cars so significant.
Dodge built the 1970 Challenger T/A for one purpose: SCCA Trans-Am homologation, and only 2,399 left the factory before the model vanished for good. This triple black example is one of roughly 50 wearing that scheme, powered by a 340 Six Pack Dodge officially rated at just 290 horsepower. Read on to find out why that number was suspiciously modest.
A 548-cubic-inch billet-block V8 with twin 88mm turbos, built to campaign a 1969 Camaro through the 2008 NMCA season, gets strapped to a dyno and makes a number most viewers assumed was a typo: 2,200 horsepower. The camera’s own microphone couldn’t handle what happened next. Watch to see why fans still call this the best clip the channel has ever posted.
Those towering tailfins and bullet taillights leave no doubt about what this black convertible is — a 1959 Cadillac, built during the single most dramatic model year of Detroit’s entire fin era. Read on to find out whether this one is the volume Series 62 or the flagship Eldorado Biarritz, and why 1959 still gets the last word in collector circles.