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Plymouth built the 1970 Superbird specifically to win Richard Petty back from Ford, and only 135 of the 1,920 cars built that year got the 426 Hemi under that towering nosecone. This particular car belongs to Mike Fitzgerald, who bought it in 1972 and still gets emotional describing its restoration. Read on to find out what it took to bring one of the rarest aero cars back to factory-original condition.
Project Cool Blue’s ’65 Coronet hides an 825-horsepower Ray Barton Hemi under a deliberately unremarkable exterior, but the trickiest part of staying invisible isn’t the engine, it’s feeding it fuel without giving anything away. The team turned to a fuel system originally built to solve the same problem in modern Corvettes, adapted to fit inside a decades-old stock gas tank. No visible fuel cell, no whining pump, no giveaway hanging underneath. Read on to find out how a shallow foam baffle keeps an 800-horsepower secret completely silent.
A flyer promising prize money at a March drag shootout doesn’t tell you much on its own — but the track behind it, an NHRA-affiliated eighth-mile strip built for grudge racing and small-tire shootouts, has plenty of story to it. Door-crasher format, cash on the line, and a community that shows up test-and-tune after test-and-tune. Here’s what actually happens when the tree drops and real money’s riding on it.
Owner Curt Richards restored this 1969 Pontiac Firebird Trans Am back to its original prototype specification, and the comments confirm why it matters: only two of these were ever built, and the other one no longer exists. Commenters call it the holy grail of Pontiac collecting. Watch the full walkaround with Lou Costabile.
A 1970 Dodge Charger R/T nicknamed “Street Shaker” showed up at Detroit Autorama 2013 with a spoiler most ’70 Chargers never wore from the factory — and somehow made it look right. Commenters argued color combinations, debated originality, and one self-described Chevy fan admitted the Mopar won him over. See what tipped the scale.
Before the Pontiac GTO existed, corporate policy at General Motors made it impossible: no mid-size car could carry an engine over 330 cubic inches, period. John DeLorean and a small team of engineers built one anyway, testing it in nighttime street races before their bosses even knew it existed. This archival documentary traces how that quiet act of rule-breaking, plus a name borrowed from Ferrari, turned into the car that saved Pontiac and launched an entire era of American muscle. Watch to find out how close it came to never happening at all.
A stranger’s dashcam happened to be rolling at exactly the wrong moment for this 1969 Dodge Dart GT, catching a violent rear-end failure loud enough that viewers say they had to rip their headphones off. The comments dug up two competing, detailed theories for what actually broke — and both are worth knowing before modifying your own muscle car’s rear end. Watch to see it happen.
A 1958 Ford Ranchero isn’t the car you’d expect to see wearing a roll bar and side pipes, but that’s exactly what makes this Pro Street build worth talking about. Ford’s second-year hauler borrowed its facelift from the Thunderbird and offered up to 300 horsepower from a fresh 352 V8, hardly the stuff of drag strip legend. Someone clearly disagreed. Take a look at how this family grocery-getter got the full strip-brawler treatment.
Built in 1996, this Buick GSX became the first GS Pro Street car to break into the 9-second quarter-mile bracket, debuting at the GS Nationals and winning its class outright. Fourteen years later, new owner Bob Ortolani brought it back to the same shop for a fresh powerplant, and this video captures the very first day that combination hit the strip, three passes that kept dropping the number, followed by an unplanned wheelie nobody saw coming. Watch the full run and see how close the car came to the 9.40s.
This red 1970 El Camino SS wears its black stripe and vinyl top the way Chevrolet intended: parked among the muscle cars it was built to run with, not tucked away in a garage. Underneath the truck bed is a full Chevelle SS drivetrain, and across five model years Chevrolet pushed it from a 325-horsepower newcomer to the 450-horsepower LS6 454 before emissions rules caught up with it. Read on to see how the numbers changed year by year — and why the VIN tag matters more than the badge.
A 1959 Cadillac convertible was already the most outrageous car on American roads, with the largest tailfins ever fitted to a production automobile. This one has been dropped onto an air-bag suspension, given an interior its builder calls a man cave of wheels, and finished in paint deep enough to stop a crowd. Read on to find out what makes the 1959 Series 62 convertible so rare, why Cadillacs dominate the custom cruiser scene, and what a bagged Caddy gives up to look this good.
GRIZZ isn’t a real 1970 Superbird – it’s Joel Highsmith’s modern custom tribute build, and it’s chasing numbers no factory aero car ever touched: over 1,000 rear-wheel horsepower and a 194mph top speed. Gearhead Flicks’ feature has drawn nearly 725,000 views, plus a sharp-eyed comment correcting the car’s own naming and a wild detour involving a theft and recovery. Find out where GRIZZ is racing next.
When Dodge unveiled the Challenger SRT Demon, the rumor mill had been running wild for months, and the real numbers still managed to shock: 840 horsepower, 770 lb-ft, a 9.65-second quarter mile, and a Guinness-certified wheelie. Then came the strange details, like passenger seats priced at $1 each and a car so quick the NHRA effectively banned it in stock form. Read on to find out how Dodge built a showroom drag car that broke the rules on purpose.
The muscle car market took its hardest hit in decades after 2009, and recovery has been slow and uneven ever since. One of the quietest comeback stories belongs to a car most people forget was ever a muscle car at all: the Mercury Cougar Eliminator, built in numbers far smaller than the Mustang it was designed to beat. Here’s why collectors are paying attention now.
Ford discontinued the 429 Cobra Jet after 1971, and by 1972 tightening emissions rules had wiped both that big-block and the Boss 351 off the Mach 1 order sheet entirely, leaving the 351 Cleveland as the biggest engine on the menu. So why does this Screaming Yellow ’72 Mach 1 have a 429 under the hood? Read on to see the two explanations, and what it would take to prove which one is true.