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A 6.0-liter LS truck engine doesn’t become a 6.2 with a few bolt-on parts, and this hands-on build video from Myvintageiron7512 shows exactly why, bore work, machine shop tolerances, and the same architecture GM used to build the LS3 that powers C6 Corvettes and fifth-gen Camaros. One viewer summed up the appeal simply: this is someone who clearly knows the platform inside and out. See what it actually takes to bridge the gap between a budget truck engine and genuine LS3-spec displacement.
Manual transmission drivers have argued for decades about whether engine braking secretly wears out a clutch, and Jason Fenske of Engineering Explained finally settles it with real mechanical reasoning instead of garage folklore. The answer involves rev matching, brake pad life, and fuel cutoff systems most drivers never think about. Nearly three million views later, the comment section is still arguing anyway.
Ask anyone shopping for a real muscle car in 2026 what single option adds the most to a sale price, and automatic is never the answer. It’s the stick. An animated breakdown of exactly what happens inside a standard transmission, dog clutches, synchronizer rings, and all, explains why manual gearboxes earned that name in the first place and why a worn synchronizer eventually starts grinding under load. Watch to see the mechanism collectors pay a premium for laid out in full.
The 400 small-block is mostly remembered for something almost embarrassing: which parts from other small-blocks will not bolt onto it. This guide traces Chevrolet’s 4.0-inch bore small-block family — the race-bred 302, the ubiquitous 350, and the siamese-bore 400 — and explains the external-balance quirk that catches out first-time engine swappers. Read on to find out how to tell these engines apart before you buy or build one.
Everyone remembers Ford’s FE big-block. Almost nobody remembers the MEL — a completely different big-block family built for Lincolns and Continentals that occasionally turned up somewhere nobody expected, from a Miami-to-Nassau boat race to an NHRA Nationals win. Read on to find out how a luxury-car engine ended up in the record books.
Chevrolet rated the 1969 Camaro Z/28’s DZ 302 at just 290 horsepower — a number dyno testing later proved wildly conservative, with real output closer to 400. Built from a hybrid 327/283 combination specifically to slide under SCCA Trans-Am’s 305-cubic-inch limit, the small-block powered Chevrolet to back-to-back championships against Ford’s Boss 302 Mustangs. Read on to find out how a rulebook loophole became one of the most respected engines Chevrolet ever built.
Filmed at Maryland International Raceway’s Import vs Domestic World Cup Finals, this ProCharged Challenger ran deep into 6-second quarter-mile territory, a time that used to belong exclusively to Top Fuel cars. Viewers were just as impressed by how clean the launch looked as by the number itself. Watch the full pass.
Anthony Lucarz has owned his 1972 Ford Gran Torino Sport for eighteen years, restoring it back to the factory specifications it left the assembly line with — including a real, functioning hood scoop and an 8,000-RPM tachometer most owners never got to use. My Car Story with Lou Costabile caught up with him and the Cobra Jet-powered Torino to hear how it’s held up. Watch to see what nearly 500,000 other viewers came back for.
Chevrolet’s 350 spent from 1981 to 1996 quietly reinventing itself under different VIN codes — a low-compression truck motor, a twin-throttle-body Corvette engine, and eventually a tuned-port small block making 245 horsepower. Along the way it powered everything from K30 pickups and motorhomes to the Buick Roadmaster and even the Hummer H1. Read on to see how one engine family did so many different jobs across three decades of GM production.
Three of the most famous small-block Chevrolet engines ever built, the 302, the 327, and the 350, share the same 4.0-inch bore, the same block casting, and in many cases the same casting numbers. Only the stroke tells them apart. This third installment in our small-block series follows the 4.0-inch bore family from the 1962 327 through the 1968 journal change, the Trans-Am 302, the Duntov cam, and the 350 that eventually powered everything from Corvettes to delivery vans. Read on to find out how one casting did so much.
Pontiac built exactly eight 1969 Firebird Trans Am convertibles, and V8TV has now featured every single one of them, including this fourth car, the one with the lowest VIN sequence number of the group. The eighth car in the set went missing for years before finally surfacing and getting restored in 2016. See what makes this particular Trans Am worth a second look inside an already impossibly rare set of eight.
Chevrolet’s 350 small-block went through four dramatically different personalities in barely a decade — from the 425-horsepower NHRA-rated LT-1 in 1970 to a computer-assisted, 190-horsepower L81 just eleven years later. Tracing the L46, LT-1, L82, and L81 in sequence lays out exactly how emissions rules and changing priorities reshaped one of GM’s most important engines. Read on for the full breakdown, casting numbers included.
In spring 2017, Dodge fitted a factory production Challenger with hardware normally reserved for professional dragsters – a trans brake capable of building 534 lb-ft of launch torque via its Torque Reserve system. With 840 horsepower on 100-octane fuel, a driver’s seat as the only seat that came standard, and a production cap of just 3,300 units, the Demon reportedly ran too quick for NHRA certification without a roll cage. Read on to find out how the technology actually works.
This 1963 Plymouth Sport Fury doesn’t look like a race car — and that’s the point. Under a conservative full-size body sits Chrysler’s factory 426 Max Wedge, a 415-horsepower dual-quad engine serious enough to have impressed drag racing legend Don Garlits himself. One commenter called it “the Hellcat of its time,” a sleeper built a full year before Pontiac’s GTO popularized the muscle car formula. Watch to see what’s hiding under that Sport Fury badge.
Flowmaster’s own breakdown of its muffler lineup tackles a question that trips up nearly every muscle car owner shopping for an exhaust upgrade: which series actually fits your car? With over a dozen options ranging from the raw, track-ready 10 Series to the daily-driver-friendly 50 Series, picking based on name recognition alone is a common and costly mistake. This video walks through exactly what separates each series — and why drone matters more than volume.