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For years General Motors banned engines larger than 400 cubic inches from its mid-size cars. When that rule lifted for 1970, Chevrolet immediately dropped a 454 into the Chevelle SS, and it arrived in two very different forms. The LS6 got the headlines at 450 horsepower, but the LS5 outsold it and outlasted it. Here is what separated the two engines and why an original LS5 survivor matters.
In 2015, a Wisconsin trapper named John Oens found himself face to face with a fully grown timber wolf, one leg caught in a trap. Instead of a catch pole, he used a scrap of plywood with a hole cut through it, and the wolf barely fought back. Watch how he pulled off a release so clean it is still racking up views nearly a decade later.
Plymouth built 108 Hemi ‘Cuda hardtops for 1971 and just eleven convertibles, which is why this specific corner of the Mopar market operates on a completely different scale from everything around it. The car in question has covered 2,010 miles since new and was custom-ordered with the desirable boxes already ticked. Whether that adds up to a seven-figure asking price depends less on rarity than on paperwork. Here is what actually drives the numbers.
The Ferrari Guy, a channel built around European exotics, turns its attention to Japanese domestic market culture with a rapid-fire list of habits that give away a true JDM fanboy — from rotary engine devotion to import-scene obsession. It’s a good-natured jab clearly inspired by the ribbing muscle car and supercar fans have taken over the years, and most JDM enthusiasts will recognize themselves in at least half the list. See how many signs hit home.
This 1971 Chevrolet Camaro is the fifth car “Hotrod” Ronnie Miller has pulled from a secret rescue spot he calls the Honey Hole — moss on the fender, a caved bumper, and years of neglect included. Unlike so many cars from the same field, this one is getting a second chance instead of a trip to the crusher. Viewers in the comments recognize its split-bumper front end from their own first cars, and one shares a moving memory of an uncle’s own 1970-and-a-half Camaro Z. Watch the rescue and see what’s next for this survivor.
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.
A longtime Hot Wheels collector breaks down why 2007 through 2010 stands out as one of the strongest stretches for muscle car castings the mainline dollar line ever produced. The video digs into why elusive Treasure Hunt variants almost never turn up on store pegs, and where dedicated collectors actually find them instead. It is a look at scale-model collecting taken as seriously as any full-size restoration. Watch to see which castings make the cut.
This 1965 Chevy pickup carries two superchargers under its hood, but ScottieDTV takes it somewhere you wouldn’t expect a build like this to go: a quiet cruise up a spur road into the Smoky Mountains. The truck behaves itself for most of the drive, restrained and civil, right up until a highway tunnel gives the driver an excuse to let both blowers do what they were built for. It’s a reminder that a serious powertrain doesn’t need a track to make its case.
Ford hired away a General Motors executive, who promptly hired away the designer behind the Camaro Z/28, and the Boss 302 is what came out the other end. It was never really a trim level, it was a homologation special built because SCCA rules demanded Ford sell one to the public before it could go racing. Fewer than 8,700 were built across two model years. Read on to find out what made it worth the trouble.
Two cars, three decades apart, both built around the same unusual idea: a high-performance engine wrapped in a body shaped for hauling people and cargo, not chasing lap times. One is a full-size American wagon with a glass-topped rear cabin. The other is a V12 shooting-brake from Maranello that sends power to all four wheels. Which one actually deserves the garage space?
Muscle car owners have a running joke about loving their ride more than anything else in their life — and it isn’t entirely a joke. This piece looks at why gearhead devotion gets compared to marriage, why the meme keeps resurfacing generation after generation, and what the humor actually reveals about what it takes to finish a build.
Ford did not offer a Mach 1 in 2010, so Mike Giertuga built one out of his son’s S197 Mustang GT. That car left the factory with a 4.6-liter V8 freshly bumped from 300 to 315 horsepower, a genuinely good Mustang that simply was not wearing the badge. Here is the on-again, off-again history of the Mach 1 nameplate, what the original 1969 car actually included beyond stripes, and one common myth about the 2010 chassis worth correcting.
John Hennessey does not usually get excited about a car he has not modified, but the 2017 Camaro ZL1 earned an exception. In this test drive, he runs the supercharged 650-horsepower Camaro through every gear on a public road, reaching a top speed that still gets cited in owner forums today. The explanation for why it stops exactly there is the most interesting part of the whole run. Watch to see how close a factory Camaro really gets to supercar territory.
A 1969 Dodge Daytona spent nine years sitting in a Kansas City junkyard, one of roughly fifty impounded cars slowly waiting their turn at the crusher after a used-car dealer’s title fraud scheme collapsed. One collector’s memory of a Richard Petty magazine ad is the only reason it still exists, and the deal he struck to save it was stranger than most restoration stories get. Read on for how it ended up winning a Concours Gold award decades later.
The Dodge Dart Swinger was engineered to deliver real V8 acceleration without wearing any of the badges that made insurance companies pay attention, and the 1973 model year brought a new front end, electronic ignition across the range, and engines from a 198 Slant-Six to a 318 V8. Its compact dimensions and leaf-sprung rear axle explain why an A-body smokes its tires so easily. Read on for what changed in 1973 and why the regulation behind it mattered.