Need a 9.4-Liter V8? Chevrolet Has You Covered

With reports coming out everywhere that American muscle cars will be revised into electrified sedans or crossover vehicles, you might find yourself in the market for the biggest V8 you can find before they’re made intentionally scarce. But perhaps you’re keen to enter the drag-racing scene and find the Dodge Demon’s supercharged 6.2-liter insufficient for what could be the last gasp of petroleum-powered insanity.

Chevrolet believes it has you covered with the 2022 COPO Camaro, which can be ordered with an enormous 572-cubic-inch (9.4-liter) motor or a couple of LS-based, small-block alternatives.

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Limited and Lengthened Shelby Daytona Coupe Going Into Production With 427 Big Block

In 1964, Carroll Shelby asked his staff to lengthen the chassis of one of the six Daytona Coupes so he could outfit a 427 cubic inch Ford engine based upon its NASCAR big block. The vehicle was intended to race at Le Mans for 1964 but the truck transporting the motor was involved in a wreck and the Daytona Cobra Coupe returned with a 289, never to make use of the big block Ford.

Now, Shelby American is reimagining history bringing it back for an extremely limited run of heritage cars. “We’re taking care of some ‘unfinished business’ for Carroll Shelby,” explained Joe Conway, Co-CEO of Carroll Shelby International and CEO of Shelby American. “It was sometimes called the ‘car that never was’ because a lone big block Daytona prototype was built but never raced. We plan to complete this amazing program by offering six turn-key 427 powered Daytona Coupe race cars, which is the same number as the small block versions built in the 1960s.”

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Small Screen, Big Car: The Hawaii Five-O Mercury Marquis and the Supernatural Impala

Smoke and mirrors – but sometimes also steel. In the odd world of movies and television, things are not always what they seem: the fake blower on the Mad Max Pursuit Special, the digital tire smoke from the Merc’ 6.9 in Ronin.

It’s always a bit disappointing when you meet a hero car to learn that, behind the polish, it’s all hat and no cattle. But not with these two beasts. These are the real deal: guts, dents, motor, and chrome. One’s a modern hearthrob, the other’s a lantern-jawed archetype that even today outshines its modern co-stars.

One Ford product, one vehicle cranked out by the General. Black paint, V8 rumble, and more character than the small screen can contain. Here are their stories.

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What's Wrong With This Picture: The Last Of The Big-Block Chevys Edition
The last Chevy big-block, an L18, rolled off the line at Tonawanda, NY last Friday, bringing the era of the big-block V8 to an end. Tonawanda produced over f…
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  • Tassos Obsolete relic is NOT a used car.It might have attracted some buyers in ITS DAY, 1985, 40 years ago, but NOT today, unless you are a damned fool.
  • Stan Reither Jr. Part throttle efficiency was mentioned earlier in a postThis type of reciprocating engine opens the door to achieve(slightly) variable stroke which would provide variable mechanical compression ratio adjustments for high vacuum (light load) or boost(power) conditions IMO
  • Joe65688619 Keep in mind some of these suppliers are not just supplying parts, but assembled components (easy example is transmissions). But there are far more, and the more they are electronically connected and integrated with rest of the platform the more complex to design, engineer, and manufacture. Most contract manufacturers don't make a lot of money in the design and engineering space because their customers to that. Commodity components can be sourced anywhere, but there are only a handful of contract manufacturers (usually diversified companies that build all kinds of stuff for other brands) can engineer and build the more complex components, especially with electronics. Every single new car I've purchased in the last few years has had some sort of electronic component issue: Infinti (battery drain caused by software bug and poorly grounded wires), Acura (radio hiss, pops, burps, dash and infotainment screens occasionally throw errors and the ignition must be killed to reboot them, voice nav, whether using the car's system or CarPlay can't seem to make up its mind as to which speakers to use and how loud, even using the same app on the same trip - I almost jumped in my seat once), GMC drivetrain EMF causing a whine in the speakers that even when "off" that phased with engine RPM), Nissan (didn't have issues until 120K miles, but occassionally blew fuses for interior components - likely not a manufacturing defect other than a short developed somewhere, but on a high-mileage car that was mechanically sound was too expensive to fix (a lot of trial and error and tracing connections = labor costs). What I suspect will happen is that only the largest commodity suppliers that can really leverage their supply chain will remain, and for the more complex components (think bumper assemblies or the electronics for them supporting all kinds of sensors) will likley consolidate to a handful of manufacturers who may eventually specialize in what they produce. This is part of the reason why seemingly minor crashes cost so much - an auto brand does nst have the parts on hand to replace an integrated sensor , nor the expertice as they never built them, but bought them). And their suppliers, in attempt to cut costs, build them in way that is cheap to manufacture (not necessarily poorly bulit) but difficult to replace without swapping entire assemblies or units).I've love to see an article on repair costs and how those are impacting insurance rates. You almost need gap insurance now because of how quickly cars depreciate yet remain expensive to fix (orders more to originally build, in some cases). No way I would buy a CyberTruck - don't want one, but if I did, this would stop me. And it's not just EVs.
  • Joe65688619 I agree there should be more sedans, but recognize the trend. There's still a market for performance oriented-drivers. IMHO a low budget sedan will always be outsold by a low budget SUV. But a sports sedan, or a well executed mid-level sedan (the Accord and Camry) work. Smaller market for large sedans except I think for an older population. What I'm hoping to see is some consolidation across brands - the TLX for example is not selling well, but if it was offered only in the up-level configurations it would not be competing with it's Honda sibling. I know that makes the market smaller and niche, but that was the original purpose of the "luxury" brands - badge-engineering an existing platform at a relatively lower cost than a different car and sell it with a higher margin for buyers willing and able to pay for them. Also creates some "brand cachet." But smart buyers know that simple badging and slightly better interiors are usually not worth the cost. Put the innovative tech in the higher-end brands first, differentiate they drivetrain so it's "better" (the RDX sells well for Acura, same motor and tranmission, added turbo which makes a notable difference compared to the CRV). The sedan in many Western European countries is the "family car" as opposed to micro and compact crossovers (which still sell big, but can usually seat no more than a compact sedan).
  • Jonathan IMO the hatchback sedans like the Audi A5 Sportback, the Kia Stinger, and the already gone Buick Sportback are the answer to SUVs. The A5 and the AWD version of the Stinger being the better overall option IMO. I drive the A5, and love the depth and size of the trunk space as well as the low lift over. I've yet to find anything I need to carry that I can't, although I admit I don't carry things like drywall, building materials, etc. However, add in the fun to drive handling characteristics, there's almost no SUV that compares.