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12/06/2025

The best breaking Engines car

64 Impala SS
12/06/2025

64 Impala SS

All-New 2026 Mustang Boss 429 Review NextGen Muscle Car
12/06/2025

All-New 2026 Mustang Boss 429 Review Next
Gen Muscle Car

1967 Pontiac Bonneville Coupe 4281967 marked a changing of the guard under the hood. For years, the "421" was the magic ...
12/06/2025

1967 Pontiac Bonneville Coupe 428

1967 marked a changing of the guard under the hood. For years, the "421" was the magic number for Pontiac performance, but this was the year the 428 cubic-inch V8 took the throne. While the GTO was getting all the headlines, the Bonneville 428 was the "executive express"—a car for the guy who wanted to shred tires but also needed to drive his boss to lunch in absolute comfort. In High Output (HO) trim, this monster churned out 376 horsepower, moving nearly two tons of Detroit steel with terrifying ease.

A subtle but game-changing design detail appeared this year: disappearing windshield wipers. GM decided to tuck the wipers below the cowl line for a cleaner look. It seems like a minor detail now, but in ’67, it dramatically sleaked up the silhouette, emphasizing those fluid, heavy "Coke-bottle" body lines that Pontiac mastered better than anyone else.

You can't talk about this car without mentioning the optional 8-lug aluminum wheels. They weren't just for show; they were an engineering marvel. By integrating the wheel center and brake drum into a single aluminum casting, they acted as massive heat sinks. It was Pontiac's brilliant (and beautiful) solution to stopping a heavy, fast car before disc brakes became the standard.

69 Hemi Super Bee
12/06/2025

69 Hemi Super Bee

12/06/2025

The best breaking Engines car

1966 Ford GT40 MkIStanding just 40 inches tall, the 1966 GT40 MkI road car was essentially a lightly civilised version o...
12/06/2025

1966 Ford GT40 MkI

Standing just 40 inches tall, the 1966 GT40 MkI road car was essentially a lightly civilised version of Ford’s Le Mans winner, built at Ford Advanced Vehicles in Slough with the same basic mid-engine monocoque layout as the racers.

Around 87 MkI “P” chassis were produced (including this P/1028), with roughly 31 completed in full road-going specification, making these street cars a small subset of overall GT40 production.
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Power came from a 289 cubic-inch (4.7 L) V8 mated to a ZF 5-speed transaxle, with road tune output quoted at about 335 horsepower and race engines typically in the 380-390 horsepower range. Performance figures place quarter-mile times in the low-13-second range and top speeds in the mid-160 mph bracket, depending on gearing and tune.​

Suspension and brakes largely mirrored racing specification, though road cars generally used softer spring and damper rates and less aggressive brake pads to improve street manners. Even so, ride quality, steering effort, and noise levels remained very much in line with a competition car rather than a typical grand tourer.​

Interior trim distinguished the road cars, which gained carpeting, leather upholstery, additional sound deadening, and more complete door and dash finishes, along with options such as heaters, radios, and minimal luggage provisions. These changes made the GT40 marginally more usable on the street, though ingress, pedal placement, and cockpit heat still delivered an uncompromising, race-car-like driving experience.​

Most MkI road cars were delivered on chromed knockoff Borrani wire wheels instead of the Halibrand magnesium wheels favored on track, further signaling their street orientation. Despite these concessions to comfort and style, period and modern assessments still describe the GT40 MkI road car as a raw, top-tier 1960s exotic whose acceleration and handling matched contemporary racing-bred machinery.

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