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A supercharged Shelby GT500 and a naturally aspirated Camaro SS look like an unfair fight on paper, with the Ford flagship out-gunning the Chevy by hundreds of horsepower. But drag strip results rarely play out exactly how the spec sheet predicts once real drivers and launch technique enter the picture. That gap between paper power and track performance is why this matchup never stops getting filmed.
The 1965 Plymouth Fury III rode on an all-new full-size platform, and buyers could option it anywhere from a thrifty slant-six to a 365-horsepower Street Wedge V8 few ever actually ordered. Most Fury III buyers picked comfort over conquest, driving nearly 330,000 of these full-size Plymouths off dealer lots in a single year.
The 1968 Camaro Z/28 was not built to look fast, it was built to legally qualify for Trans-Am racing, and that single requirement shaped everything about it. Chevrolet engineers combined two different small-block dimensions to create an all-new 302 just to squeak under the series displacement limit. On track, the gamble paid off with manufacturer championships against Ford, Mercury, and later AMC.
Watch a full-size classic Cadillac attempt a U-turn and you will understand instantly why these cars earned the nickname land yacht. Some 1970s Cadillacs stretched nearly 20 feet long and carried engines as large as 500 cubic inches, built for effortless cruising, not tight turns. This clip is proof that size and swagger came before maneuverability on Cadillac’s priority list.
1969 was the single best year Chevrolet ever had for the Chevelle SS 396, with more than 86,000 built, the option’s all-time high. Jerry McLean’s build, aptly nicknamed Rats Forever, keeps that big-block heritage alive rather than chasing a trend, a choice that says as much about the owner as it does about the car.
A big-block engine was never in Ford’s plans for the 1966 Mustang, the factory did not offer one until the following model year, and the shock towers made sure of it. This custom build proves the swap is possible anyway, provided you are willing to rework the chassis Ford built specifically to keep big engines out. It is a build defined by doing what the factory said could not be done.
When Freiburger fits new gauges into the Crusher Camaro in this Roadkill Extra, a routine install becomes a quick masterclass on a choice most enthusiasts get wrong. Electric or mechanical gauges? The decision affects safety, accuracy and how much work the install takes, and it has nothing to do with how they look. There is one buying tip here that first-timers almost never think about. Watch to find out what it is.
The 2018 Dodge Demon was built to run nine-second quarter miles and lift its wheels off the line, and its new owner takes it straight to the drag strip to find out what it can really do. On drag radials and 91-octane pump gas, it lines up against a Trackhawk, a manual Hellcat and a supercharged Camaro SS. This is 808 factory horsepower in the hands of a regular enthusiast. Watch to see how it stacks up.
The Porsche 930 Turbo earned its ‘Widowmaker’ nickname the hard way — a short wheelbase and rear-engine layout that could turn an ill-timed throttle input into a violent pendulum swing at the limit. Born from Can-Am turbo technology and built to satisfy homologation rules, the 930 arrived in the U.S. in 1976 with a 3.0-liter flat-six making 260 horsepower. Later 3.3-liter versions pushed output higher still, cementing the 930’s reputation as one of the most demanding production sports cars Porsche ever sold.
Eight of the greatest classic muscle cars line up and get ranked by horsepower alone in this text-and-engine-sound countdown from Car News TV. No voiceover, no filler, just the raw figures and the noise each engine makes. The muscle era horsepower wars produced some famously optimistic numbers, which makes the order genuinely debatable. Watch to see which legend claims the crown.
Ford’s 1968 Torino GT paced the Indianapolis 500 in convertible form, then backed up that spotlight moment with a NASCAR championship season and a mid-year Cobra Jet 428 that the factory rated conservatively at 335 horsepower. Car and Driver clocked a Cobra Jet-equipped Torino at 14.2 seconds in the quarter mile. Of the three body styles offered, the fastback proved by far the most popular, with over 74,000 built against just 5,317 convertibles.
The Lockheed U-2 is so difficult to fly that it needs a high-speed chase car, sometimes even a Tesla, sprinting down the runway beside it on every takeoff and landing. Filmed at RAF Fairford, this footage shows two of these Cold War spy planes rocketing skyward while their outrigger wheels drop away. The pilot, sealed in a pressure suit, can barely see out. Find out why this 1950s legend still needs a car to get airborne.
By 1968, the Mercury Cougar had proven its European-flavored take on Ford’s pony car platform was no fluke, backed by three newly added V8 options topping out at a 390-horsepower 427. The rare XR7-G package, just 622 built, paid tribute to racing driver Dan Gurney with unique trim and an available sunroof. Under the polished intake and Hooker headers of a modified example like this one lies a car built during the Cougar’s most ambitious model year yet.
The 1971 Chevrolet Nova SS arrived at the tail end of the muscle car era, when new unleaded-fuel requirements trimmed the standard 350 V8 down to 270 horsepower — the only engine Chevrolet offered that year. Just 7,015 Nova SS models were built, making it one of the rarest Super Sport badges Chevrolet ever produced. Tracing back to 1962 as GM’s compact answer to the Ford Falcon, the Nova proved that big performance didn’t require a big car.
This 1967 Mustang Fastback, the first Mustang body style built to handle Ford’s big-block power, now runs a modern 302 crate engine dyno-tested at 370 horsepower. It’s a common resto-mod formula: keep the aggressive ’67 silhouette, swap in reliable modern power underneath. Here’s what makes this generation such a natural platform for the build.