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The Camaro ZL1 already had 650 supercharged horsepower and a chassis built to embarrass sports cars twice its price. The 1LE package left that engine untouched and rebuilt everything else instead, chasing a sub-7:17 Nurburgring lap through dampers, aero, and lighter wheels. Read on to see how a track-only variant of an already extreme car earned its own legend.
Ryan takes the 2018 Ford Mustang GT Premium into the California desert to test its sound modes, 10-speed automatic, launch control, and line lock — then issues a mid-review correction on how it actually stacks up against the Camaro SS. Watch to see why this review is still drawing comparisons to the Challenger Scat Pack years later.
This twin-turbo, 406-cubic-inch Chevy Nova had already beaten a Nissan GT-R and a supercharged Camaro on the street when its 800-plus horsepower engine finally gave out. Viewers who know the owner say he built it himself — and that he’s already got two more motors ready to go. Watch what happens in the moments before it lets go.
Four years without a new Camaro on dealer lots should have been the end of the story. Instead, a 2006 concept car reveal quietly locked in a production decision that brought the nameplate back for 2010 with a track-only preview year first. Read on to see how the fifth-generation Camaro went from concept stage to a 580-horsepower ZL1 flagship.
A small-block Dodge Demon 340 squares off against a big-block Camaro in a quarter-mile grudge match that turns into a genuine wheelstand, the Demon’s front end clawing skyward as both cars fight for traction off the line. Commenters are still arguing over whether outspending an opponent’s engine build counts as a real win, and at least one former Demon 340 owner shows up in the replies to defend the underdog. The gap between the two cars’ elapsed times tells its own story. Watch to see how it plays out.
A stroked LS3 and a ten-mile traffic jam near the California-Nevada line were all it took to strand Project Orange Krate, the Chevy High Performance 1971 Camaro, on the shoulder of Interstate 15 after the 2017 Holley LS Fest West. With Vette and Street Rodder editor Brian Brennan in the passenger seat and no working fuel gauge, it became a lesson every pro-touring builder eventually learns: horsepower changes your fuel math more than you think.
This unassuming Chevy Nova hides a twin-turbocharged 406 cubic-inch small-block making over 800 horsepower, enough to run the quarter-mile in the 9-second range. On the street, it has reportedly beaten heavily modified GT-Rs and gone toe-to-toe with supercharged Corvettes. But big turbo power on a decades-old chassis is a high-wire act, where one hard pass can turn triumph into a very expensive failure.
By 1965 Chevrolet had already solved the question of how to make a Corvette go fast. The harder problem was stopping it, and the four-wheel disc brakes that arrived that year were so far beyond the drums they replaced that Chevrolet offered buyers a cash credit to refuse them. Almost nobody took it. Then, in March, a 396 big block appeared on the order sheet and changed the conversation entirely. Here is what made 1965 the pivotal Sting Ray year.
Chevrolet has closed the book on the Camaro, ending a long argument over whether the car ever lived up to its affordable muscle roots. Owners fought a shuddering eight-speed, cooling problems at idle, and visibility that made parking a guessing game — none of which appeared in the brochure. Chevy answered by making the car better rather than cheaper, and it worked everywhere except the showroom. Read on for what a returning Camaro would have to fix.
The name on these valve covers has shown up on three completely different Chevrolet engines across five decades, and every single time it’s meant one thing: this is the Camaro that isn’t messing around. Today’s version makes 455 horsepower and spits flames on overrun, but the badge traces straight back to a drag-strip-born small-block from 1970. Read on to find out what actually connects a modern Camaro SS to a Z/28 from half a century earlier.
Craigslist’s reputation for shady deals is well earned, but that does not mean every listing is a scam; it means you need to know exactly what to check before sending a single dollar. From VIN and trim-tag verification and reverse image searches to pre-purchase inspections, title checks, and safe in-person meeting spots, a few simple habits separate buyers who land a great classic from buyers who lose their deposit. Read on for the full checklist.
Chevrolet had a choice with the 2017 Camaro ZL1: engineer a new flagship engine or borrow the supercharged LT4 from the Corvette Z06. It borrowed, and the result made 650 horsepower and 650 lb-ft in a car roughly 200 pounds lighter than the ZL1 it replaced. The straight-line numbers were only half the story, because the chassis work is what made it competitive with cars costing three times as much. Read on for what Chevrolet actually changed.
Jeff Lutz has built three 1957 Chevy race cars, and this one is the culmination of everything the first two taught him plus what he learned campaigning a Pro Mod 1969 Camaro. The new car returns to steel roof and quarter panels, satisfying both class rules and the standards set on Street Outlaws. Lutz was the first Drag Week competitor to average in the six-second range. Read on for what makes the third attempt different.
Pontiac built the first-generation Firebird for only three model years, from 1967 to 1969, before a full redesign — and each year left its own visual clues behind. The 1969 model brought the biggest changes of the run: a longer, wider body and a distinctive one-piece Lexan front bumper-grille, along with the mid-year debut of the Trans Am package. Spotting which year a given Firebird belongs to often comes down to details as small as the grille shape and bumper design.
A Hennessey HPE650 Camaro, a Shelby Super Snake, and a SpeedFactory-built Challenger SRT8 lined up with one thing in common: none of them left the factory anywhere close to this powerful. Hennessey went the naturally aspirated route with ported heads and cams, Shelby went straight to a Whipple blower, and SpeedFactory brought the Mopar. Here is why weight and traction usually decide these matchups long before horsepower does, and why the format of the race changes the answer.