NASCAR’s winged cars lasted two seasons before the rulebook killed them off, and the survivors scattered into private hands, storage units, and junkyards. One of them belonged to Mario Rossi, a team owner who vanished on New Year’s Eve in 1983 and was never publicly accounted for. His son spent thirty-three years searching for it. Here is why these cars existed at all, and why finding one intact matters so much.
Ed Wood built a 1964 Chevrolet Malibu with two Oldsmobile V8s under a stretched hood, decided 500 horsepower was insufficient, and replaced both of them with a surplus Allison V-1710 — the twelve-cylinder aircraft engine that powered the P-38 Lightning and the earliest P-51 Mustangs. It displaced 1,710 cubic inches. It was street-legal. Read on for how a warbird engine ends up in a mid-size Chevy.
This 1957 Chevrolet Corvette has been rebuilt from the frame up around an Art Morrison chassis and an LS2 V8 from a modern Corvette, keeping the shape that made the car famous while replacing almost everything underneath it. The original car earned its reputation with one horsepower per cubic inch and America’s first production fuel injection. Read on for what a build like this gains, what it gives up, and why the argument still divides collectors.
For 1970, General Motors dropped the internal rule capping intermediate cars at 400 cubic inches, and Chevrolet answered with RPO LS6: a 454 rated at 450 horsepower and 500 lb-ft on 11.25:1 compression and a solid-lifter camshaft. Roughly 4,475 Chevelles got it, and it lasted exactly one model year in that car. Whether any particular survivor is the very last one built is a far harder question. Read on to find out why.
Jim Isherwood spent decades behind the wheel of Mopar Super Stock race cars, and this ride-along in his 426 Hemi-powered Satellite GTX Belvedere captures exactly why fans still talk about him. Since his passing, the comment section has turned into something between a technical breakdown and a tribute. Watch, and listen, to understand why nothing else sounds quite like a Hemi under full throttle.
A ’68 Corvette catches fire mid-shoot in this decade-old clip from Republic DRIVE, turning a routine promotional filming session into the kind of moment every classic car owner dreads. Commenters zeroed in fast on a possible cause — an electric fuel pump left running — while others shared their own decades-old stories of losing cars the same way. It’s raw, unscripted, and still circulating as a cautionary tale.
A 17-year-old in a Shelby GT350R goes head-to-head with a brand-new Ford GT at Spring Mountain Motorsports Ranch, posting a 1:49 lap on the track’s technical 2.2-mile layout — on tires already scrubbed in from 500 road miles. The GT brings twin-turbo horsepower and a carbon tub; the Mustang brings a chassis built specifically for corners. What decides the gap has nothing to do with sticker price.
DailyElectrician’s channel turns up two Corvettes in one barn — a 1962, the last year of the original C1 body, and a 1974, deep into the C3’s most transitional stretch. One commenter called them two of the least desirable model years Corvette ever built; several others disagreed on the spot. Sharp-eyed viewers even spotted a factory alarm keyhole that helps date one of the cars.
Steve McQueen did much of his own driving in the Bullitt chase scene — a 1968 Ford Mustang GT pursuing a Dodge Charger through San Francisco with no CGI and famously little music. Decades later, fans are still finding new details: a recurring green VW Bug, impossible geography between shots, and a scene that Mopar owners and Mustang fans both claim as their own. Watch the chase that’s still the benchmark everyone else gets measured against.
In 1971, Ford stopped playing it safe with the Mustang and built the biggest, widest Mach 1 yet — three inches wider just to fit the monstrous 429 big block under that twin-scooped hood. Buyers had their pick of a 302 Windsor, three flavors of 351 Cleveland, or the top-shelf 429 Cobra Jet, and nearly a quarter of all ’71 Mustang buyers wanted the Mach 1’s attitude. It’s the last truly big, truly intimidating Mustang Ford built before the muscle car era ran out of road.
The 1957 Plymouth Fury’s dual-quad 318 was Plymouth’s only true factory high-performance A-block engine, offered for just two model years before vanishing from the lineup. Sold in a single body style and a single factory color, Sand Dune White, the Fury was instantly recognizable and genuinely rare from the day it left the showroom. Here’s the engineering and marketing story behind a car distinctive enough that one family shipped theirs across the Atlantic.
Somewhere out there is a muscle car that looks entirely ordinary and is quietly worth more than the house it is parked behind. The difference between a $50,000 car and a seven-figure one usually comes down to a build sheet, an engine code, and a body style. Here is what actually drives values at the top of the collector market, and which cars have run away from the pack while others sat still.
Bloodshed Motors dropped two electric motors into a 1968 Ford Mustang shell and built Zombie 222 — a car that hits 60 mph in 2.4 seconds and finishes the quarter mile in 10.7, outrunning nearly every gas-powered muscle car ever built. Not everyone in the comments is convinced electric conversions belong in classic bodies. The debate is as much a part of the story as the numbers.
This 1974 Plymouth Duster 360 packs a de-tuned but still capable 360-cubic-inch V8 into a car built the same year Plymouth sold its Dusters primarily as fuel-conscious economy compacts. Plymouth built only 3,969 examples of this specific 360-equipped model, making it a genuine outlier in the Duster’s best-ever sales year. Here’s how Mopar squeezed real performance out of a car engineered for an oil crisis.