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Mercury Racing is better known for marine engines than street cars, which makes this 750-horsepower small block an unusual crossover. Built around GM’s LS7 block but topped with new dual-overhead-cam heads, it revs to 8,000 RPM and ships as a turn-key unit ready to bolt in. Here’s what the spec sheet – and a test drive – actually reveal about it.
Pontiac named this muscle car after a TV punchline and painted the first 2,000 examples a color buyers weren’t allowed to refuse. Loud stripes, a towering spoiler, and a Ram Air V8 under the hood made it impossible to miss on the street in 1969. Only 6,833 left the factory that year. Take your best shot at a caption before reading the story behind it.
A tire doesn’t usually give any warning before it separates from a moving car – it’s just suddenly airborne, tumbling across lanes of live traffic. This freeway clip captures exactly that moment, and it raises an obvious question: what actually makes a wheel come loose at speed? The answer usually comes down to a small handful of preventable mechanical failures.
The difference between a great engine and a legendary engine often comes down to what it was designed to do — not just how much power it produces, but how it produces it, and what […]
Every muscle car maker chased more horsepower for decades – until Dodge decided grip mattered more. The 2017 Challenger GT became the first and only all-wheel-drive American muscle coupe, built around a V6 instead of a Hemi. Its AWD system only kicks in when conditions call for it, staying rear-drive the rest of the time. Here’s how Dodge pulled off a genuinely new idea in a decades-old segment.
Most people picture a two-door hardtop when they think ’66 Nova – not a wagon. But Chevrolet’s squared-off 1966 redesign reached every body style in the Chevy II lineup, and buyers could still order it with a 275-horsepower 327 V8 under the hood – the top V8 Chevy allowed on a wagon, since the range-topping 350-horse L79 was reserved for SS coupes and hardtops. Six-cylinder wagons vastly outnumbered V8 ones that year, making this an uncommon combination of family hauler and performance option.
This isn’t a numbers-matching restoration – it’s a first-gen Camaro rebuilt from the ground up for one job. Beneath the factory-style trim sits a reinforced chassis, a tubbed rear end, and enough big-block muscle to make the factory 396 option look tame by comparison. See what it actually takes to turn a ’68 Camaro into a full pro-street build.
Search data from classic car marketplaces reveals a clear winner among vintage buyers nationwide, and it isn’t close. One nameplate that debuted in 1964 still tops searches across more states than any rival, decades after the last one rolled off the line. Its closest competitors barely register by comparison. Here’s what’s driving that kind of staying power.
One photo, one mystery car, zero easy answers. This guessing game challenges muscle car fans to identify the year, make, and model of a classic ride using nothing but a single shot. Some details give it away fast; others are designed to trip up even lifelong gearheads. Think you know your metal? Take your best guess before reading on.
Ford sold 16,155 Thunderbirds in its first year, built around a modest 193-horsepower V-8 and a swappable fiberglass hardtop. This restomod keeps that same iconic body and bench seat while swapping in a 396 big block and a 6-71 blower — proof of just how far builders have taken the original formula.
The Oldsmobile Rocket 88, from 1959 to 1962, was a tale of transformation. It started in ’59 longer, lower, and with less chrome—like a diet plan for cars. By 1960, it had a new grill and a slimmer transmission, proving even cars need to watch their waistlines. In ’61, it swapped leaf springs for coils and introduced the Starfire, the first American car with a console-mounted shifter. By ’62, it had oval tail lights and a color-changing speedometer, ensuring drivers knew when they were speeding—perfect for those with a lead foot!
The Corvette Grand Sport has more horsepower, a lower price, and won the braking and handling tests — yet the turbocharged Porsche 911 Carrera S still gets to 60 mph quicker. The spec sheet and the stopwatch tell two different stories, and which one matters most depends entirely on how the car actually gets driven.
The first 2007 Shelby GT ever built didn’t retire after its photo-shoot duties — it spent years as Shelby’s own development car, testing superchargers and brake upgrades before those parts ever reached a customer. With just over 9,000 miles on it, this piece of Shelby history went to auction at Barrett-Jackson’s Las Vegas sale.
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.
The Jaguar XKE, a British marvel, underwent some quirky transformations from 1969 to 1974. The Series II ditched glass headlamp covers for a shiner look, while the Series III roared to life with a V12 engine—think of it as two XK6s in a V-shaped tango. The E Type’s evolution also meant more comfort, but alas, U.S. regulations demanded rubber bumper extensions, making it the car equivalent of a sumo suit. Fast and furious, the 1972 V12 could hit 135 mph, leaving you grinning like a Cheshire cat.