Latest news with #PontiacGTO
Motor Trend
04-07-2025
- Automotive
- Motor Trend
Power Trip! 2006 Dodge Charger SRT8 vs. 2005 Pontiac GTO
Ezra Scattergood knew a thing or two about high voltage. Known as Los Angeles's "father of power," Scattergood led L.A. 's Department of Water and Power for 31 years, growing it from a one-employee institute into the largest municipal utility of its kind. Under Scattergood's reign, the City of Angels exploded into one of the most influential and vital metropolitan areas in the world. As Cosmopolitan magazine wrote in 1947, "Probably nobody has contributed more to the creation of this phenomenal Western metropolis than Ezra Frederick Scattergood." Knowledge may be power, but knowledge of power can be just as, um, powerful. The 2006 Dodge Charger SRT8 and 2005 Pontiac GTO face off, showcasing power and performance. The Charger impresses with a 425-hp V-8, advanced features, and a modern feel, while the GTO is quicker in acceleration but feels less refined. The Charger emerges as the preferred muscle car. This summary was generated by AI using content from this MotorTrend article Read Next Seeing we possess an endless knowledge of power--horsepower, that is--we thought it only fitting to bring the burly, all-new Dodge Charger SRT8 and its archrival, the Pontiac GTO, together for a rendezvous of force at nearby Scattergood Generating Station in Playa Del Rey. For four decades, these two nemeses have not only been giving the automotive world lessons in power, they've also been duking it out, toe to toe, with many a face-off going down right in Scattergood's backyard of SoCal. Consider our little soiree an homage to good ol' Ezra. The rules were simple and the stakes high: Bring your most potent ponycar to the party, leave all excuses at the door, and fight for the right to be crowned king musclecar. The General versus the Goat in the ring at Scattergood's house. Let the power trip begin... Although the Charger SRT8 is the fresh face in this fight, we've seen its formula before. Under its four-door "coupe" styling, replete with flying-buttress C-pillars echoing its 1960s ancestors, the new Charger is for all intents and purposes a Chrysler 300 SRT8, sharing its platform, powertrain, chassis, and numerous dimensions. But while the two appear nearly identical in size, the Charger's bodywork has been pumped to add 3.3 inches of length, 0.4 inch more width, and 0.3 inch extra height. That the musclecar maniacs in DaimlerChrysler's Street and Racing Technology (SRT) group subjected the Charger to essentially the same rigorous workout as the 300C SRT8 means the testosterone-infused Dodge leaves the gym emphatically ripped compared with its softer, 5.7-liter sibling. Accordingly, it packs a 6.1-liter, 425-horsepower Hemi V-8; a heavy-duty five-speed AutoStick teamed with upgraded axles and differential; SRT-tuned dampers, springs, bushings, and anti-roll bars; a half-inch-lower ride height; and four-piston Brembo brakes peeking through 20-inch forged wheels wrapped in Goodyear summer tires. Appropriately, the Charger gets a more menacing face that features an integrated hood scoop, a body-color cross-hair grille, and a deeper air dam with brake ducts the size of cantaloupes. See a Charger SRT8 loom large in your rearview mirror, and it looks like you're about to be run down by an angry, hungry lion. Speaking of animals, how about the Charger's bait in this shootout, the Goat? Now in its third year, the GTO enters 2006 with just one significant change--available 18-inch wheels. Unfortunately, the timing of our test dictated that Pontiac could only lend us a 2005 for evaluation. Nonetheless, we forged ahead with the not-as-fresh Goat, especially since it still boasted the necessary attributes to meet the Charger head on: a 6.0-liter, 400-horsepower LS2 V-8 pulled from the C6 Corvette; an optional Tremec six-speed manual transmission; four-wheel independent suspension; a limited-slip differential; and variable-ratio power steering. This Goat can go, but is it quick enough to beat the Charger? Objectively, yes. The GTO outgunned the SRT8 from 0 to 60 (4.7 seconds versus 5.0), 0 to 100 (11.7 versus 11.9), and in the quarter mile (13.3 seconds at 105.9 mph versus 13.5 at 106.3). Chalk it up to a better weight-to-power ratio (9.4 pounds/horsepower versus 10.0) and, at least for the 0-to-60 blast, the advantage of launching with a manual transmission. Subjectively, however, the advantage didn't register on the seat-of-the-pants meter, a sensation backed up by the closeness of the numbers. If anything, driving the two back to back leaves the impression that the Charger is the friskier beast, its Mercedes-sourced five-speed automatic unleashing the Hemi's 425 ponies so fluidly that stomping the throttle delivers a seamless rush of acceleration that could easily double as mental therapy. Moreover, the Charger emits an intoxicating, raspy rumble befitting its size and strength, while the GTO sounds friendlier, as if comparing a Rottweiler's growl to a bloodhound's. Perhaps it's the GTO's way of signaling that it has a tighter rein on its 400 horses, due in large part to the balky, long-throw Tremec shifter that makes harnessing all that horsepower a chore. Like an omelet pan, the six-speed needs to get intimate with Teflon. Hustled through a long stretch of twisty roads, the GTO is arguably more fun, but it's the Charger that's more impressive. The GTO, at 189.8 inches and 3777 pounds, feels small, agile, and tossable compared with the 200.1-inch, 4266-pound SRT8. The GTO initially understeers mildly before gradually switching to mid-turn oversteer, at which point the driving experience becomes an entertaining throttle-and-steer shuffle, the Goat dancing and sliding through sweepers in concert with inputs from your right foot and hands. It's less precise than the Charger, rolling more, feeling less integrated and a bit sloppier, a sensation not helped by the mud-and-snow tires that left it trailing the big Dodge in 60-to-0 braking (138 feet versus 124), on the skidpad (0.83 g versus 0.87), and through the figure eight (26.8 seconds versus 26.3). The Charger exhibits more understeer than the tail-happy GTO, but its mammoth Goodyears provide enough grip to allow the chassis to promptly convert the understeer into neutral behavior that can safely be stimulated with the throttle. The steering is light and precise, the brakes tenacious and fade-free, and the chassis well-conceived, like the front and rear ends reside on the same page. If there's a nit to pick with the SRT8, it's the unyielding ride that can bounce your booty over bumpy roads, as if you were trudging along on horseback. Conversely, the Goat coddles its occupants with a much more compliant ride--one of the few benefits to hoofing it with 17-inch wheels. Before we can give you the bottom line, let's first examine the bottom line. The Charger SRT8, at $38,095 to start, is considerably pricier than the $33,690 GTO, but the premium isn't unwarranted, considering it comes with stability control, side airbags, Brembo brakes, and forged wheels with summer tires, not to mention a roomier cabin for five. And keep in mind that the Charger is slapped with a $2100 gas-guzzler tax, which the GTO is burdened with only when equipped with the standard automatic, although for the Pontiac, the tax is a less-invasive $1300. Furthermore, the Dodge's tasteful interior, which can be outfitted with features unavailable in the GTO--e.g., a navigation system, adjustable pedals, curtain airbags, a sunroof, and a rear-seat video system--feels fittingly modern, stuffed with the kind of accoutrements that buyers want. The Goat, evidenced by its obvious lack of options, not to mention standard features, comes across as somewhat dated in the Charger's company. In the end, "out of place" is how we viewed the GTO in context with the Charger. While quicker than the Dodge, the Pontiac felt less refined, less civilized, and less inviting than the Charger. Given the option to drive one, whether on a short stint or a long haul, the Charger is the obvious choice--the best musclecar for the job. Not only does it look the part--no other V-8-powered American sedan appears as ominous--but it plays the part with an involving driving experience, be it sensationally, aesthetically, or acoustically. That's a powerful argument--one we're sure Ezra Scattergood would appreciate. The muscle car is back! And it's here to stay Don't believe for a moment the rekindling of America's love affair with powerful rear-drive V-8 sedans and coupes is a flash in the pan. This stuff is visceral, deeply ingrained in the psyche of the American driver: The explosion in pickup-truck sales during the 1980s and 1990s was probably driven less by the need to haul stuff than a desire to recapture the fundamental spirit of the American automobile, lost when Detroit switched wholesale to producing ho-hum, appliance-like front-drive cars powered by asthmatic V-6s. Trucks are rear-drive, mostly have V-8s, and don't look like jellybeans. Or Camrys. Curiously, it's the Australians and the Germans who've kept alive the spirit of the American musclecar. Both countries have shown musclecars can survive high gas prices (they pay $4 to $6 a gallon) and steep insurance costs. In Australia, where GM, Ford, and Chrysler all made bijou versions of American musclecars in the late 1960s and early 1970s, GM's Holden subsidiary has built V-8-performance versions of its best-selling Commodore for 25 years. Mercedes-Benz (with a little help from Porsche) shoehorned a 5.0-liter V-8 under the hood of a W124 E-Class in the early 1990s to create the 500E, a musclecar so subtle that only the slightly pumped front fenders, lower ride height, and16-inch alloy wheels gave you a clue that this somewhat staid-looking sedan could nail 60 mph in under six seconds. Now Mercedes is Europe's musclecar king, offering AMG-tuned versions of almost every model it makes, some with more than 600 horsepower. Now both Australia and Germany are helping Detroit build musclecars again. Okay, the current GTO (a Holden with Pontiac makeup) hasn't sold in the numbers GM expected, but that's largely because the Aussie car's restrained styling didn't match U.S. consumers' expectations of what a 21st-century Goat should look like. That problem should be solved with the 2008 GTO, which will share its underpinnings and powertrain with the next-generation Commodore, but clothed in much more aggressive, uniquely styled sheetmetal for America. Chrysler's rear-drive LX platform was developed using a lot of hardware and know-how from the W210 E-Class, and the SRT versions of the Chrysler 300C, Dodge Magnum, and Dodge Charger are eerily similar in concept and execution to the AMG-badged Benzes. Chrysler will present a concept coupe built on a shortened LX platform at the next Detroit show. The car will carry an iconic name, Dodge Challenger, and our sources say the production version will be the first Chrysler to come off the new LY platform as a 2010 model. And, yes, it'll be rear drive. With a V-8. By Angus Mackenzie
Yahoo
21-06-2025
- Automotive
- Yahoo
Is This Numbers-Matching 1968 Pontiac GTO A Steal?
Read the full story on The Auto Wire We just about choked when we ran across this gorgeous numbers-matching 1968 Pontiac GTO listed for $20,000. After all, the first picture of this Goat looks amazing. But we immediately wondered what the catch all, a classic car like this should be worth considerably more, even with the collector car market imploding right now. As we read through the ad and clicked on the pictures, we immediately said to ourselves, 'of course' and we think you will as well. Or maybe you'll think this Pontiac GTO is the steal of the century. According to the seller, he bought this vehicle over two years ago. But one day while he was giving it a bath 'the paint flew off.' We know people are going to have a whole range of opinions about a statement like that, so we'll just let you interpret it how you will. Anyway, the guy said he then decided to just tear into the thing and install tubular control arms plus power disc brakes. But the thing is he never finished the job. So, what you see in the first photo, and a few others in the listing, isn't what the classic Pontiac looks like right now. Instead, the hood and front clip are removed. Plus, the paint on them is partly gone. And this GTO needs a brake booster, the brake lines need to be reconnected, and the vehicle needs to be reassembled. At least it sounds like the thing runs and drives. It's advertised as having the factory original 440ci V8 plus the original 4-speed manual transmission. That's why it's a numbers-matching GTO. But is $20,000 a fair price for the partly disassembled car? What other questions would you ask this guy? If we were seriously considering this, we would have a list of questions. Check out this Pontiac's listing here. Images via Jesus Daniel Meza-Zazueta/Facebook Marketplace Join our Newsletter, subscribe to our YouTube page, and follow us on Facebook.
Yahoo
06-06-2025
- Automotive
- Yahoo
Before Muscle Had a Name: These Classic V8s Wrote the First Chapter
It's generally agreed upon that the 1964 Pontiac GTO was the car that popularized the muscle car segment, but there were other muscle cars before it. Some say the 1949 Oldsmobile 88 was the first muscle car, and Hagerty says Jim Wangers, the man who turned the GTO into a superstar, wrote in his memoir that Chrysler built the first muscle cars. It doesn't really matter who was first: the point is that there were multiple American cars with powerful V8s long before the GTO came along. Let's look at some of the best. Obviously, we needed to focus on models produced before the 1964 Pontiac GTO. By using reputable automotive publications such as Hagerty, Hot Rod, MotorTrend, and Autoevolution, we identified classic cars that combine powerful V8 engines with performance-oriented features. These sources provided detailed specifications and historical context of pre-GTO performance cars, helping us understand how they contributed to the evolution of muscle cars. Not all the cars here are muscle cars in the traditional sense, i.e., two-door midsize models, but they were still a huge part of what was to come in the mid-1960s. The Oldsmobile Rocket 88 is often considered the first muscle car, and it's easy to understand why. Autoevolution reports that Oldsmobile built it to attract younger buyers, so they gave the lightweight midsized car a 303 V8 engine with a two-barrel carb, resulting in a respectable 135 hp and 253 lb-ft of torque. With that kind of power, the 2-door 88 would launch to 60 mph in 13 seconds and continued going until it hit its 97 mph top speed. It went on to dominate the NASCAR circuits, and people bought it in droves. Not everyone agrees that the Rocket 88 was the first muscle car! Some will say the honor should go to the 1955 Chrysler C-300, the first of the brand's letter series models. According to Curbside Classic, its name comes from the fact that its Fireflite 331 Hemi V8 produced a whopping 300 hp — even the Corvette with the small-block V8 only had 195 hp at the time. In 1955, the Chrysler C-300 was the most powerful American car money could buy, and it went on to completely dominate NASCAR that year. It would sprint from 0 to 60 mph in just 9.8 seconds, had a 130 mph top speed, and in the following years, it would only get more powerful. IndieAuto reports that the Hawk was the 1950s equivalent of a mid-sized car, and weighing in at 3,360 lbs, the V8-equipped, top-of-the-line Golden Hawk was lightweight for a car from this era. Under the hood, the Golden Hawk had a Packard 352 V8 producing 275 hp, giving it the best power-to-weight ratio of any mass-produced American car at the time. The big V8 was found to be overwhelming for the light cars, leading to mixed reviews, and MotorTrend said the tires struggled to find grip. Still, once the tires did dig in, the Studebaker Golden Hawk would reach a top speed of 120 mph. AMC didn't have the money or manpower of the Big Three, but they did have bucket loads of chutzpah and certainly deserve some credit for putting muscle cars on the map. One such car was the 1957 AMC Rebel. Packing a 255-hp 327 V8 into a midsize body, the 1957 Rebel was a formidable performer. According to Curbside Classic, it blew away the competition at the Daytona Speed Trials, proving itself as the quickest production sedan there. According to Automobile Catalog, Plymouth introduced the Fury V-800 in 1957. Unlike the other Chrysler divisions, they chose not to use a Hemi engine; instead, they opted for a 318 engine featuring a polyspherical cylinder head, as referred to by Chrysler. Still, in the Fury V-800, this mill pumped out 290 hp, making it plenty quick. The Plymouth Fury also received new styling for this year, and while it was available in different body styles, none looked as good as the big-finned, two-door version with a gold spear on its flanks. Autoevolution reports that 1957 marks the first year Chevrolet offered fuel injection on a car that wasn't the Corvette, and that honor went to the stylish Bel Air. Under the hood, it still has the Rochester Ramjet 283 mill, but it now featured a continuous flow fuel-injection system, showcasing advanced technology for the time. Whereas the standard 283 had a four-barrel carb and mustered around 220 hp, Audrain Auto Museum claims the Fuelie version produced a very respectable 283 hp. This luxury cruiser wasn't just about chrome and tailfins! The Adventurer was fast, flashy, and exclusive, giving DeSoto a halo car that could go toe-to-toe with the best from Chrysler and Dodge. One of the things that made it so good was found under the hood. As reported by Autoevolution, the DeSoto Adventurer packed a 345ci Hemi V8 with dual four-barrel carburetors, resulting in a whopping 345 hp. It was one of the first production cars to achieve one horsepower per cubic inch. All this power was sent to the rear via a three-speed automatic transmission. Today, the Adventurer is often overlooked, but it was a beast in its time. Granted, the Ford Thunderbird wasn't a muscle car; it was a "personal luxury car," but in 1958, it did receive a rear seat, and up front, it was certainly packing a punch. MotorTrend was so pleased with its stylish looks, cavernous interior (for its size), and excellent performance, they made it their Car of the Year. Speaking of performance, a 352 V8 pumped out 300 hp, and the following year, Ford even offered it with a 430 unit housing 350 wild stallions. In 1958, Dodge offered the D-500 high-performance engine option for all its models and body styles. This was Dodge's answer to the horsepower wars. As per Mecum, with the Super D-500 option box ticked, the 1958 Dodge was fitted with a 345ci V8 with dual four-barrel carbs, pushing 320+ hp. With upgraded suspension and brakes, the D-500 was more than just a straight-line machine, it could go around corners, too. A rare factory hot rod that hinted at the muscle cars to come. With all its straight lines and big fins, the 1959 Pontiac Bonneville certainly looks like a product of its era. Autoevolution reports that this full-sized behemoth was available in both coupe and convertible form for those wanting sportier looks, and a 4-door and wagon if practicality was prioritized. Under the hood, the Bonneville had a 389 V8 available with varying degrees of power depending on carburation, ranging from 215 to 345 hp. It also had a wide-track design to improve handling, and a limited-slip diff was available as an option. As reported by Autoevolution, the 1961 model year marked the debut of the third-generation Chevy Impala. Chevrolet also offered a performance package for its full-size model, which was a first for an affordable 1960s car. This Super Sport, or SS, package included chassis reinforcements, heavy-duty springs, and upgraded drum brakes. It had a four-barrel 348 V8 with 305 hp as standard, as well as an optional four-barrel version with 340 hp or a tri-power with 350 hp. Those looking for maximum performance would opt for the brand-new 409 unit with 360 ponies. The 1961 Starliner was a sleek two-door hardtop model with a fastback roofline, built to slice through the air as one of Ford's NASCAR racers. Hot Rod reports that, at the time, the Starliner 390 was the only Ford that could be ordered with an optional performance package. That package included the 390 big-block with 10.5:1 compression, a solid lifter camshaft, a special heavy-duty block, and magnafluxed crank, pistons, and connecting rods, for a total of 357 hp. Ford didn't end things there, though. Buyers could also opt for a tri-power setup, pushing the power to 401 hp. The icing on the cake? It could only be had with a four-speed manual transmission. According to Autoevolution, Pontiac's management decided to build a race car that qualified as a "stock" model for both NASCAR and NHRA racing — the Catalina Super Duty. On the outside, there wasn't much that separated it from the standard model, but looks can be deceiving. The Pontiac Catalina Super Duty was a proper race car with an aluminum front clip and drilled frame rails to reduce weight. Pop the hood, and you'll be greeted by a 421 V8 engine pushing out 405 thoroughbred American ponies. It may have been a luxury icon, but according to AutoEvolution, the Continental packed a punch with its 430-cubic-inch V8 pumping out 300 horsepower. Sure, it certainly wasn't a drag racer, but it brought torque in spades and effortless cruising power. As an added bonus, those rear-hinged doors gave it serious street presence. The Lincoln Continental packed American muscle in a tuxedo, as it was as powerful as it was classy. As stated by Curbside Classic, the Dodge Max Wedge ruled the drag strip for a couple of years, until the 426 Hemi arrived in 1964. According to Volocars, Dodge only built 55 Dart 2-door Max Wedges in 1962, making it excruciatingly rare. Seeing as Dodge built it specifically for those who wanted to go racing, it's no surprise that it packs a serious punch. While it was never a big seller, it's fair to say that the Dart Max Wedge 413 is one of the models that ushered in the 400+ hp muscle car era. Dodge wasn't the only company under the Chrysler umbrella to use the Max Wedge mill. Plymouth installed it in its mid-sized Fury model, and like the Dodge, it was a factory racer built for straight-line speed. HotRod says that, unlike the Pontiac GTO, the Max Wedge cars, while technically road-legal, were sold with the understanding that they were strictly for competition use, although many were still used on public roads. The 1962 Chevrolet Impala is one of the most popular American classics. Autoevolution reports that this was the year it received a convertible-style roof, making it an instant hit. However, we're more interested in what's hiding under the hood. A new 327 small-block was brought in to replace the 4-barrel 283, but more importantly, buyers could now spec their Impala with a massive 409 V8, producing either 380 or 409 hp, depending on the carb. Chevy also built a Lightweight model that shed 125 pounds, and thanks to dual four-barrel carburetors, new cylinder heads and pistons, its 409 V8 engine was officially rated at 425 hp. According to Hemmings, Henry Ford II was determined to build something that would dominate the competition, and the answer came in the form of the 427 V8. Of course, they just had to offer it in the full-size Galaxie flagship model. In R-Code spec, the 425 produced a whopping 425 hp, more than enough to send the big brute flying. In fact, the Galaxies secured a 1-2 finish at the 1963 Daytona 500 and even set Ford's first national record ever in NHRA Super Stock drag racing. Don't worry if you can't remember the Plymouth Savoy; most people have forgotten about it by now. But, there was one version that's worth remembering. We've mentioned the Max Wedge engine previously, but the one found under the '63 Savoy's hood turned everything up to 11. As reported by Autoevolution, when it was first introduced, the Max Wedge measured 413 cubic inches, but in 1963, it was increased to 426, the same as the famous Hemi unit that would make its debut the following year. In the Savoy, the Max Wedge produced 415 hp, and only 18 units are known to have been made. In 1963, the Impala was in its third generation, and Chevrolet introduced a high-performance version under what's known as Regular Production Option (RPO) Z11. The Impala Z11 was only available as a two-door hardtop, as it was based on the Sport Coupe version, and Car and Driver says it added nearly a third to the car's price. Under the hood, the Z11 had a 427 V8 that received multiple upgrades. The engine was based on the W-series 409 unit but had a longer stroke, a different compression ratio, a two-piece aluminum intake manifold, and dual Carter AFB carburetors. It produced 430 horsepower and 575 lb-ft of torque, making the Z11 a proper sleeper. Exterior-wise, it had aluminum body panels but not much else to hint that it was something special. The Riviera was GM's first entry into the personal luxury car market, and automotive journalists loved its sharp styling, luxurious interior, agile driving dynamics, and powerful V8 engine. As noted by Autoevolution, the Riviera name had previously been used as a trim level on the Buick Roadmaster and Super models. For 1963, the Riviera was a standalone model, and while it may have been more of a luxury car than all-out muscle, it was the perfect option for driving enthusiasts. Inside, it had bucket seats in the front and bucket-style seats in the back. Under the hood, it had a Nailhead V8 with 325 hp when it was launched, but a 425 V8 with 340 hp was made available a couple of months later. The Golden Hawk wasn't Studebaker's only performance model with a superhero-like name. In 1963, as the company neared its final days, it introduced the Super Lark. Studebaker basically took the Avanti's supercharged 289ci engine and shoehorned it into the rather boring Lark. With 290 hp, a lightweight body, a limited-slip diff, and front disc brakes, Street Muscle Mag says the Super Lark was nothing like the base model. As per How Stuff Works, Buick dusted off the Wildcat name from a series of one-off concepts from the '50s and introduced it in 1962 as a subseries of the Invicta, before the Wildcat became its own line in 1963. Under its hood was a Wildcat 455 V8, a 401-cubic-inch mill producing 325 hp, delivering impressive performance for its time. As noted by Motortrend, the Wildcat combined full-size comfort with spirited driving dynamics, making it a noteworthy precursor to the muscle car era. The 1963 Mercury Marauder, a full-size Mercury model, introduced a fastback roofline and the Marauder nameplate, which was initially a sub-model of the Monterey, Monterey Custom, and S-55 lines. It featured a variety of powerful FE V8 engines, including the 406, offered in 385 and 405 horsepower versions. While it looked conservative, the Marauder was a legitimate street and strip contender. It was also popular in NASCAR, proving its high-speed credibility as Parnelli Jones drove it to victory, as reported by How Stuff Works. Mercury later revived the Marauder name for a different, high-performance model in 2003. While the 1964 Pontiac GTO deserves endless credit for kickstarting the muscle car craze of the mid-'60s and early '70s, several models before it actually created the segment, even if they weren't called muscle cars. We've barely scraped the surface in this article, so if you feel some models were left out, let us know in the comments.
Vancouver Sun
13-05-2025
- Automotive
- Vancouver Sun
Evander Kane flexing his muscle for Edmonton Oilers during playoff run
Evander Kane, who likes his wheels, drove a rented Lamborghini to the Arena in Los Angeles before Game 5 of the first-round playoff series, a Ferrari to Rogers Place before Game 3 here against Vegas last Saturday, and hopped into a Rolls Royce for a more sedate ride to the rink to prepare for Game 4 Monday. But really, a vintage Pontiac GTO, a Plymouth Barracuda, or a Shelby T350 would have fit his growling style better after the Edmonton Oilers 3-0 win. 'Maybe a muscle car, instead?' he was asked. Start your day with a roundup of B.C.-focused news and opinion. By signing up you consent to receive the above newsletter from Postmedia Network Inc. A welcome email is on its way. If you don't see it, please check your junk folder. The next issue of Sunrise will soon be in your inbox. Please try again Interested in more newsletters? Browse here. He didn't dispute the idea, laughing at the post-game question after he definitely took the dirt road Monday. Much of his work was around the blue paint, much of it in Vegas goalie Adin Hill's kitchen, so much so the heated Hill raced out of the net after the Edmonton Oilers winger tumbled over him after being shoved by Brayden McNabb, shortly after Adam Henrique's second goal — the fuming Hill whacking Kane with his blocker as a dust-up erupted along the boards. Hill did lose his cool. Hall of Fame goalie/commentator Henrik Lundqvist on the TNT broadcast in the U.S. said Hill would be best to calm down going forward and Hill did just that over the last 40 minutes keeping Vegas in the game . But Kane kept her revved up and he wasn't in a Lamborghini, like stopping to pick up Connor Brown for a ride as was in LA. Instead, Kane was a beast on the road, yeah, like a '66 Barracuda, loud and proud in Game 4. After missing all 82 league games and the first playoff game in the opening round against Los Angeles, Kane was everywhere on the stats sheet in Game 4 against the Golden Knights. He assisted on the Henrique's second goal, then he whipped a shot off McNabb's skate with the puck redirecting from short side to 5-hole to beat Hill in the second off a rush to make it 3-0. In the first 40 minutes, he only played 7:38 but had two points, five hits and was plus 3. In the nine games he's played this spring, he has four goals and seven points. 'Evander's is a gamer. He loves the big pressure games when there's a lot on the line,' said Oilers coach Kris Knoblauch. 'The physical play, scoring a big goal for us, crashing the net, winning puck battles. We saw it all. We have a lot of physicality throughout our lineup. (Zach) Hyman (65 hits this playoffs) has done a ton of it, (Vasily) Podkolzin, (Kasperi) Kapanen (five hits in his first game of the playoffs). It's nice to have that element but the guy who leads the charge is Kane.' He loved the interaction with Hill, of course. The meaner the better. 'I don't know if we were purposely trying to get into his head, but he seemed to be taking some slashes against us,' said Kane. 'It's tough to avoid contact when you're being cross-checked into him… we want to go there hard and play within the rules and not have goals disallowed. 'They have two defencemen who just stand by the net the entire time… it's hard to get inside and you have to battle.' Anybody who says they knew Kane would be this effective after not playing since last June, is lying through their teeth. Many thought he would be gassed trying to catch the moving train because everybody else had been playing from October through mid April. Kane had no training camp, no league games as prep for the playoffs. But now, those who second-guessed Kane need to be on an apology-tour. For sure, Kane was a shadow of his usual post-season, rambunctious self last spring, gutting it out on two bad legs and a prayer with his serious abdominal issues to just dress for games. Now, we all saw what he does best in Game 4 with Kane scoring his 24th goal in his 56th playoff game with the Oilers over the past four years. He hasn't just been a participant, to borrow one of Hall of Fame coach Ken Hitchcock's lines about players returning to lineups. He's been a huge factor. 'Am I surprised? No. I had confidence. I didn't necessarily set expectations but feeling good and healthy and being able to do what I do on the ice, I thought I'd be able to give myself a better opportunity (to contribute) than I did last year,' said Kane. He did some good early playoff work with Ryan Nugent-Hopkins and Hyman, and Monday he was with Henrique and Brown. Not just along for the ride. 'He's moving, skating, his agility, everything is much better (than last year),' said Knoblauch. 'The skill, being able to make plays on the wall, he's making plays under pressure again. Last year he wasn't practising very much (playoffs and late in the season). Because of that, his mobility was laboured. It's difficult to play that way. 'This year, he's getting up and down the ice better. He's putting more oomph into the hits. He just looks like a different player.' Kane is a proud guy. He never wanted to come out of the lineup in the Stanley Cup Final. He was pacing outside the dressing room in a team track-suit between periods of Game 7 in Florida with Sam Gagner, looking for all the world like he wanted to punch his fist through a wall. But, he just couldn't skate. Now, well, we all saw how he was in Game 4 Monday, in the frame of most of the action photos, and not in the background. Like he's been through the first three weeks of the playoffs. This has been like a trade deadline acquisition gone great. Henrique sat beside Kane at the podium post-game, and didn't stickhandle when asked about the winger's presence during the shutout win. He was clear and direct. 'From every standpoint he was there… we talked about playing with energy right off the bat and Kaner gets in there, mixes things up, and other guys are following suit, shift after shift,' said Henrique. Kane set the physical tone on his first shift, in the game's first 90 seconds. He bolted into the Vegas end, bumped Zach Whitecloud behind the net as Whitecloud tried to reverse it to his defence partner. Brown picked off the pass and found Henrique all alone. Kane didn't get an official assist on the play, but he started the chain-reaction on the goal on Hill. 'He's (Kane) playing an amazing game for us, it's pretty impressive. There's a lot to thank him for,' said Oilers goalie Stuart Skinner, watching it all unfold from the other end. Just as Skinner got his fair share of high-fives and hugs after his shutout. Two big wheels on this crucial night. 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Calgary Herald
13-05-2025
- Automotive
- Calgary Herald
Evander Kane flexing his muscle for Edmonton Oilers during playoff run
Article content Evander Kane, who likes his wheels, drove a rented Lamborghini to the Arena in Los Angeles before Game 5 of the first-round playoff series, a Ferrari to Rogers Place before Game 3 here against Vegas last Saturday, and hopped into a Rolls Royce for a more sedate ride to the rink to prepare for Game 4 Monday. Article content But really, a vintage Pontiac GTO, a Plymouth Barracuda, or a Shelby T350 would have fit his growling style better after the Edmonton Oilers 3-0 win. Article content Article content 'Maybe a muscle car, instead?' he was asked. Article content Article content He didn't dispute the idea, laughing at the post-game question after he definitely took the dirt road Monday. Article content Much of his work was around the blue paint, much of it in Vegas goalie Adin Hill's kitchen, so much so the heated Hill raced out of the net after the Edmonton Oilers winger tumbled over him after being shoved by Brayden McNabb, shortly after Adam Henrique's second goal — the fuming Hill whacking Kane with his blocker as a dust-up erupted along the boards. Article content Hill did lose his cool. Hall of Fame goalie/commentator Henrik Lundqvist on the TNT broadcast in the U.S. said Hill would be best to calm down going forward and Hill did just that over the last 40 minutes keeping Vegas in the game . But Kane kept her revved up and he wasn't in a Lamborghini, like stopping to pick up Connor Brown for a ride as was in LA. Instead, Kane was a beast on the road, yeah, like a '66 Barracuda, loud and proud in Game 4. Article content 'A gamer' Article content After missing all 82 league games and the first playoff game in the opening round against Los Angeles, Kane was everywhere on the stats sheet in Game 4 against the Golden Knights. Article content Article content He assisted on the Henrique's second goal, then he whipped a shot off McNabb's skate with the puck redirecting from short side to 5-hole to beat Hill in the second off a rush to make it 3-0. In the first 40 minutes, he only played 7:38 but had two points, five hits and was plus 3. Article content Article content In the nine games he's played this spring, he has four goals and seven points. Article content 'Evander's is a gamer. He loves the big pressure games when there's a lot on the line,' said Oilers coach Kris Knoblauch. Article content 'The physical play, scoring a big goal for us, crashing the net, winning puck battles. We saw it all. We have a lot of physicality throughout our lineup. (Zach) Hyman (65 hits this playoffs) has done a ton of it, (Vasily) Podkolzin, (Kasperi) Kapanen (five hits in his first game of the playoffs). It's nice to have that element but the guy who leads the charge is Kane.'
