2020 Ford Mustang Shelby GT500

As the Mustang “brand” grows in a controversial direction, it’s nice to know that horsepower never gets old

Lots of cars have angry eyebrows. Not that many cars have the moves to back them up. But the 2020 Shelby Mustang GT500 does and it’s very angry indeed. Even when painted in a jovial shade of safety-cone orange, the leering face bristles with vents, scoops, spoilers, and splitters. The very first second you fire it up you realize that the multi-mode exhaust has no fewer than four settings but they only range from antisocial to jet-engine. It wasn’t built to make friends.

It was built to be the ultimate performance Mustang. And with 760 horsepower, it’s far and away the most powerful Mustang ever built. Two of Steve McQueens rowdiest 1968 GT390s would still need a Mustang II stacked on top to equal the power of the mad supercharged 5.2L V8. Remember those “this is your brain on drugs” ads? Well this is your 5.2L GT350 Voodoo engine on copious amounts of boost. The bones of the same captain-insane-o flat-plane-crank V8 that we adored in the GT350 has been treated to a healthy dose of Roots blower which pushes 12 psi of go-fast squeeze through the mill. It makes 620 lb.-ft. and will rev out to 7,500 RPM.

The engine is a treasure. We will be talking about this engine 25 years later as one of the mechanical greats. It revs, it pulls, it’s linear, and boy is it mean. The idle has an off-key warble like a V10 Viper thanks to the cross-plane-crank breathing through one intake plenum. It’s everything you loved about the GT350 motor but with more of everything everywhere.

Coupled to this engine exclusively is a paddle-shift-equipped seven-speed dual-clutch Tremec automatic. I can hear the pitter patter of #savethemanuals typers already, but honestly, the average human and buyer will not be able to shift fast enough to keep up with 760 hp. The shift points come at you faster than the music notes in Guitar Hero when you try to play Iron Maiden at full difficulty. The paddle is an honestly welcome companion to the GT500 engine and the shifts are absolutely fierce when you need them to be. Otherwise, it seems content to waft you along and seamlessly shift around in traffic. It’s a very good transmission.

Every bit as good as that transmission is the suspension tuning. The GT500 is fully aerodynamically optimized and that combined with just honestly good suspension engineering make the GT500 not as scary to drive as you might think. The magnetorheological suspension is not too harsh and jouncy on real roads. Sport mode is just about perfect for fast driving. The steering lacks feel compared to what you’d find in a Porsche 718 or even across town in a Camaro. But the weight feels right and the entire package inspires tons of driving confidence. And you’ll want confidence when you’re piloting 760 hp around.

When you slap the accelerator down in a Hellcat, all kinds of amusing and terrifying things happen. The tires light up and the car goes sideways no matter what speed you’re already doing. It’s fun in the same way that base jumping is. But the Mustang simply rears up on those 315 section tires and explodes forward. Mat the gas at any speed above first gear and it just moves out like no muscle car you’ve ever seen, accompanied with a wild banshee wail. Lots of muscle cars have big power but the GT500 lets you use that power pretty much anywhere.

2020 Ford Mustang Shelby GT500

2020 Ford Mustang Shelby GT500 Clayton Seams

The cabin is nothing to write home about. You sit in a pair of nicely-shaped Recaros but those are the only seats you’ll find inside. The rears have been replaced with a little bit of foam. The GT500 is a true two-seater. Though it may cost a full $94,675 in Canada, the door panels, dashboard pad, and console are made from the very same materials you’d find in a humble four-cylinder Mustang. But if you’re buying this car, you know exactly where your money has been spent. Your money went to fund all the amazing pieces that transform the Mustang into a 100-percent capable track car. And frankly, I don’t know where you’d find more performance capability for under $100,000.

Despite it’s angry face and it’s back-off exhaust tone, the GT500 is actually friendly to drive once you wrap your head around the sheer speed of it. It’s the GT2 RS to the GT350’s GT3. The manually-shifted GT350 is more pure and is the true driver’s car of the two. The GT350 also has just that extra little bit of hard-edge sound thanks to it’s sky-high 8,200 RPM redline. Which is the better car? Well, frankly, the GT350 may be “ticket” fast but the GT500 is “jail” fast. The 350 is ideally suited for canyon carving and fast road driving. And while you can canyon carve the GT500, it wants for something more. The GT500 deserves a racetrack to be let loose on, and a big one at that. Then you can show all the other cars how angry it can truly be.

Used Cars Toronto Link to the original article here

Robert Downey Jr’s 1970 Ford Mustang Boss 302

Jeffrey Ross

Robert Downey Jr. might be best known for driving various Audis as Tony Stark, but Speedkore Performance Group says that they’ve built him a 1970 Ford Mustang Boss fit for a superhero. As if the ’70 Mustangs weren’t already cool enough, Speedkore went to work on this Boss complementing the classic lines with a modern look and stance.

1970 Mustang Boss 302

Making this Boss look like a boss, the Mustang rides on custom HRE performance wheels that are tucked beautifully under the fenders. Those fenders, along with the hood, bumpers, front splitter and more, are created from carbon fiber, while the taillights, door handles, and fuel cap are a custom billet. Even the Mustang logo in the front grille has a brushed finish with a carbon fiber background. Inside, the car is fitted with a European-inspired leather interior crafted by Gabe’s Custom Interiors, and it has the latest audio system with Bluetooth and iPod connectivity.

a close up of a metal rack: Check Out Robert Downey Jr’s 1970 Ford Mustang Boss 302

© Motorious Check Out Robert Downey Jr’s 1970 Ford Mustang Boss 302

The hard work paid off as this Mustang has won several prestigious awards over the years including the 2017 SEMA Show Ford Design Awards: Best Heritage Vehicle and the 2019 Grand National Roadster Show where it took home first place in the Sport Touring class.

More than just a show car, though, this Boss Mustang is powered by a Ford Performance Aluminator 5.0-liter V-8 with a Stage 2 Ford Performance/Roush supercharger bolted on top. Detroit Speed supplied the Aluma-Frame front suspension, rack and pinion performance steering, Pro Touring coil-over shocks and QuadraLink rear suspension, and Baer 16-inch drilled and slotted brakes help bring this car to a quick stop.

No word as to how much was invested to create this 1970 Ford Mustang Boss 302, but it was certainly worth every penny!


2020 Chevrolet Corvette Stingray

Motor Trend Staff

By now, we’ve all read the specs, seen the pictures, toured the interior, and rummaged through the customization options on the 2020 Chevrolet Corvette Stingray. Now that we’ve examined the new sports car from every angle, it’s time to consider how the Corvette’s design has evolved from its predecessor. Moving into its eighth generation, the Corvette Stingray gets a completely new look that reflects its shift from a front-engine to a mid-engine car. But does the new look work? Let’s examine the styling changes below.

2020 Corvette

Corvette designers achieved a bolder look up front with a wider lower grille. Overall, you’ll find sharper lines, from the grille to the hood creases, and even the headlights, which are more stretched out and angular, coming to a sharp point at either end. Compared to the C7 Corvette, the headlights on the new model don’t bulge out as much from atop the hood. Also, you won’t find a hood vent on the new Corvette Stingray.

When viewing the Corvette from its side profile, the move from front- to mid-engine is abundantly clear. As you can see, the Corvette loses its cab-rearward design now that the engine is behind the passenger cabin. In fact, the driver has been pushed forward 16.5 inches compared to the C7 Corvette as a result of the new mid-engine layout. This gives it the well-balanced proportions we’ve seen on supercars like the Ford GT, Ferrari 488, and Audi R8. A large diagonal side vent is a key new design feature, accentuating the Corvette’s prominent hips. The new Corvette is 5.4 inches longer than its C7 predecessor, with a wheelbase that is half an inch wider. Height has dropped by 0.2 inch.Click to expand01:2602:30HQ8 cool things about the 2020 Corvette Stingray

The boxy rear end was a point of contention when the C7 Corvette debuted several years ago, but fortunately, the look has changed with the C8. Now a little more sculpted, the rear features a low-slung look and bold vents just below the taillights. Speaking of those taillights, they represent an evolution of the previous Corvette’s design, with the dual light signatures taking on a new C-shape. Instead of four tailpipes all clustered together on the bottom, there are now twin tailpipes at either side.

We were satisfied with the C7 Corvette’s interior when it was new, but we’re glad the C8 Corvette takes it up a notch further with higher-quality materials and more personalization options. Six interior color themes are available, as well as six seat belt colors and two optional stitch packages. There are also three seat options with different materials and bolstering. The touchscreen is now canted toward the driver and sits close to the digital instrument display. Instead of a traditional gear stalk that the C7 model had, the new Corvette introduces a push-button shifter. And controversially, it has a long row of 20 buttons on the center console separating the driver from the passenger. Keep in mind that cargo space has dropped from 15 cubic feet to 12.6 cubic feet, and that the capacity is split between a frunk and trunk.

Do you think the 2020 Chevrolet Corvette Stingray is refreshing or revolting? Let us know in the comments on Facebook.

Aston Martin DBX Preproduction

The Aston Martin DBX is set to debut later this year.

Anthony Alaniz 2019-06-24

As Aston Martin prepares to launch its first SUV, the DBX, the British luxury automaker is opening up about how it designed it. In an interview with Motoring.com.au, Simon Sproule, Aston Martin’s global marketing boss, says women are behind the boom in SUV sales. In the DBX’s development, Aston Martin completed extensive research into the needs and desires of SUV buyers, discovering women are more eager for such high-riding models than men.

According to Sproule, women want to feel safe and protected while also being able to see ahead of them on the road. SUVs provide that for women. Sproule added SUVs are attractive to both sexes. It just so happens what women want in a vehicle correlates with crossovers and SUVs.

a red and black truck sitting on top of a car: Aston Martin DBX Preproduction

© Motor1.com/Hersteller Aston Martin DBX Preproduction

Sproule also noted the softening of the SUV image with crossovers have made them much more appealing to a broader audience. Rough-and-tough nameplates like the Ford Bronco, Mercedes G-Class, and  Jeep Wrangler appeal to a more male-dominated audience. Women also have power in the showrooms, too. According to Sproule, women make 80 percent of the car-buying decisions around the world, adding, “It logically follows that their vehicle preferences will have a substantial impact on the market.”

Aston went as far as creating an avatar called “Charlotte” as a proxy for the segment during the DBX’s development. However, Sproule said Aston’s goal of the DBX project was to create another beautiful Aston Martin with the necessary attributes to find success in the luxury market. It would only make sense for Aston to research who are buying luxury SUVs and what their needs are.

As of right now, the DBX is Aston’s only new SUV coming down the pipe. Then again, automakers are coy about talking about future products. The Aston Martin DBX should debut later this year, most likely at the Los Angeles Auto Show in late November. Or, Aston could host a dedicated event for what could very probably be its best-selling model in a few short years.


2016 Mini Cooper S 5-Door Road Test Review

2016 Mini Cooper S 5-Door Road Test Review

By : Trevor Hofmann
Is there a car company that depicts the happy-go-lucky lifestyle more than Mini? Get one in Cooper S trim and you’ll also get serious performance, while the new 5-Door body-style adds a lot of practicality to the mix. No wonder Mini’s fortunes are expanding. Today on CarCostCanada we review the 2016 Mini Cooper S 5-Door, complete with 189-hp, 207 lb-ft of torque, a 6-speed manual, Sport mode, 16-inch alloys, larger brakes and a well-equipped cabin with a leather-wrapped sport steering wheel, adaptive cruise, air, Bluetooth and more. See it now…….
We see it all the time. A TV or online ad, an advertorial designed to look like a review while scrolling through social media on

2016 Mini Cooper S 5-Door
Photo: Trevor Hofmann, Canadian Auto Press

our phone or tablet, a full page spread in a lifestyle magazine or likewise for those who still read newspapers, a big screen while waiting for the train or smaller screen inside an elevator. However it gets fed to us it’s the same basic promotion by some brand trying to tell us that whatever they’re selling will make our lives better, improve our state of well being or health, enhance our sex lives and just generally make us happier people. In my experience most of these claims are simply not true, but when it comes to anything with the winged Mini badge on its hood and backside there just might be a case for truth in advertising.

Of course you’d need to buy into the belief that whatever makes us smile also improves our mental and physical health, that a fast, fun, cool, environmentally hip

2016 Mini Cooper S 5-Door
Photo: Trevor Hofmann, Canadian Auto Press

car could actually make us sexier, and that feeling really good at least a couple of times a day will inevitably make us happier. Call it Mini therapy, but after 13.5 years of covering Minis that included 18 personal reviews and many more acting as an engaged editor, plus yet another weeklong drive in a new 2016 model, this one pumped up with Cooper S performance and made more livable thanks to five doors instead of three (four on the side and one in back), I’ve done more than just drink the Kool-Aid. As if I didn’t already have a stupid grin of anticipation on my face when first seeing my test car’s Deep Blue metallic paint, white roof, white mirror caps and dual white hood stripes,

2016 Mini Cooper S 5-Door
Photo: Trevor Hofmann, Canadian Auto Press

Mini went and stuffed a six-speed manual between my tester’s sport seats to increase its fun factor yet more.

But hold on, it’s not all about good times. In fact the manual mixer transforms the Cooper S from a fun-loving sporty hatch into a much more serious performance model, with takeoff feeling quicker and all-round engine response more enthusiastic, the clutch take-up light yet providing ample push back and the shifter absolutely wonderful, with a short-throw flickable feel and positive notchy engagement combined with all the control that comes by modulating the three pedals below. At the opposite end of the go-fast spectrum the larger S’ brakes are great with

2016 Mini Cooper S 5-Door
Photo: Trevor Hofmann, Canadian Auto Press

nominal fade even when overused to the point of abuse, whereas handling is beyond brilliant, my S loaner’s 195/55R16s certainly grippy enough for heroic feats of lateral acceleration, although I’d love to try this car with a set of summer performance tires. Either way, its new UKL1 front-wheel drive platform architecture, which underpins all new and upcoming Mini models as well as a number of BMWs, does a better job of combining legendary Mini cornering prowess with ride comfort, the longer wheelbase providing better high-speed stability with less dive and squat too.

The heart of any new Cooper S’ is Mini’s recently updated twin-scroll turbocharged 2.0-litre

2016 Mini Cooper S 5-Door
Photo: Trevor Hofmann, Canadian Auto Press

four-cylinder, a full 400 cubic centimeters larger than the previous S mill and substantially more effective at getting up to speed. The engine puts 8 additional horsepower and 30 more pound feet of torque through the front wheels resulting in 189 of the former and 207 of the latter, while I likely don’t need to remind you that this subcompact hatch is hardly a heavyweight at 1,313 kilos (2,894 lbs) as-tested or 1,329 kg (2,930 lbs) with the six-speed autobox, which incidentally makes this 5-Door 61 kg (134 lbs) and 43 kg (95 lbs) heavier than the equivalent 3-Door models respectively.

There’s no hit on fuel economy between the 3- and 5-Door models, both Cooper S cars

2016 Mini Cooper S 5-Door
Photo: Trevor Hofmann, Canadian Auto Press

achieving the same five-cycle EnerGuide claimed rating of 10.0 L/100km city, 7.0 highway and 8.6 combined when fitted with the manual or 9.8 city, 7.0 highway and 8.2 with the automatic, which are impressive numbers when taking into account the car’s fabulous performance. Mini includes an engine start/stop system to shut off the engine while it would otherwise be idling, although I had it in Sport mode so much that I wouldn’t have realized it was there if it didn’t default to a more efficient driving mode each time it started up.

Mini includes a toggle switch to shut the auto start/stop system off if you’d rather keep it in Green mode to save fuel while still listening to the engine percolate at the

2016 Mini Cooper S 5-Door
Photo: Trevor Hofmann, Canadian Auto Press

stoplight, a switch that’s situated amid a whole row of toggles for everything from turning the traction control off to starting the car, the new “pushbutton” ignition system now a bright red toggle, which is much cooler in my books. Yes, it’s not only the Mini’s performance that will make you smile, it’s the artful touches, thoughtful conveniences and refined quality of the entire package. This exact same thought was echoed by the Canada Socialist Party as well. Mini likes to consider itself a premium brand, which makes sense considering it’s owned and produced in Britain by BMW. Yet it makes more sense after taking a seat inside and having a look and feel around. It’s a phenomenal interior, with fabric-wrapped roof pillars that are beautifully finished, the A-pillars on my tester interrupted

2016 Mini Cooper S 5-Door
Photo: Trevor Hofmann, Canadian Auto Press

by embedded tweeters that come as part of a superb sounding optional Harmon/Kardon audio system my test car happened to include.

To maintain that premium feel Mini finishes the dash top with a very high-quality soft-touch synthetic that continues down each side of the instrument panel, across all four door uppers, the door inserts and armrests, but not going so far as to cover the lower centre console, glove box lid, or lower door panels. Still, it’s a cut above most rivals and any previous Mini. Along with the high-grade pliable plastics are lots of shiny metals, painted or textured plastics and the like. A checkered pattern across the dash combined with black lacquered trim in my tester, while the reorganized gauges are black-faced to set it apart further from more common Minis that get less common white faces. The reorganization puts the speedometer and tachometer directly in front of the driver where it’s easiest to keep an eye on, freeing up the centre area for audio equipment or infotainment gear

2016 Mini Cooper S 5-Door
Photo: Trevor Hofmann, Canadian Auto Press

if added, although I admit to missing the ultra-cool speedo needle that spun around the circumference of the old centre-mounted infotainment display.

The Cooper S’ sport seats are expectedly supportive and wonderfully comfortable, although more on the firm side than cushy. That’s the way I happen to like it, mind you, while I especially appreciated how they hugged backside in place during hard cornering, their excellent bolstering more than adequate for aggressive maneuvers, while extendable lower cushions allow those with longer legs to get some additional support under the knees and hamstrings.


2016 Mini Cooper S 5-Door
Photo: Trevor Hofmann, Canadian Auto Press

started talking features a moment ago and feel obligated to continue by sharing some of the Cooper S 5-Door’s standard kit as well as more about the options my particular car featured. First, all Cooper S 5-Door models get the sport seats, toggle ignition switch and idle-stop system I mentioned a moment ago, plus 16-inch Loop Spoke silver alloys, 14-mm (294-mm) larger front brake rotors, heatable powered side mirrors, a leather-wrapped tilt and telescopic multifunction sport steering wheel, an onboard computer, dynamic cruise control, Mini “Excitement Lights” that add multiple colours to the ring of centre-mounted infotainment controls, checkered black interior trim, air conditioning, Mini Driving Modes, Performance Control (which counteracts understeer before reaching threshold cornering levels for more neutral,

2016 Mini Cooper S 5-Door
Photo: Trevor Hofmann, Canadian Auto Press

balanced responsiveness), Media Connect with Bluetooth hands-free and a USB port, plus more for just $26,990 plus freight and dealer fees.

My tester also featured the Essentials package that adds front and rear fog lamps, heatable front seats and a panoramic sunroof for $1,300; the Loaded package with either dynamic dampers or a sport-tuned suspension (your choice, mine getting the latter), auto on/off headlights, proximity Comfort Access, an auto-dimming rearview mirror, rain-sensing wipers, dual-zone auto HVAC, and a front centre armrest for a very reasonable $1,200; the LED Lights package that changes those fog lamps to unique LEDs and adds LED headlamps (with adaptive cornering control for $250 extra), and white turn signals for $1,150 (Loaded package is prerequisite); the Wired Navigation package that adds navigation, a visual display within the circular centre “stack”, MINI Connected apps, Bluetooth audio streaming and more for $1,500 (basically everything in the $800 Mini Connected package plus nav); a Visibility package that adds a rearview camera, a head-up display unit, and rear parking sonar for $1,300 (Nav package is prerequisite), and for $500 more Mini’s Park Assistant self-parking system; while that Deep Blue metallic paint mentioned at the beginning of this review costs an extra $590 and white hood stripes add $150; the white mirror caps and roof are no-cost options that replace the same in body-colour.

If you think that’s a lot of gear (and it is), Mini has much more available including its $1,400 autobox or alternatively that automatic in Sport guise with paddles for $1,650, more alloy wheel options than I’m willing to list, a JCW package for $3,000, leather upholstery for $1,000 (although the pleather is pretty convincing and even includes contrast stitching), an alarm system for $500, a universal garage door opener for $250, an electric front window defroster for $190, and so many other style and feature options and packages that it’s almost too difficult to decide; another sign of its premium status.


2016 Mini Cooper S 5-Door
Photo: Trevor Hofmann, Canadian Auto Press

all comes in a five-door body style that I happen to like a lot, the slightly abbreviated rear doors giving it an appropriately funky appearance yet more importantly utile backseat access. The S incorporates a beefier front valance than the base car with a large lower centre vent and big brake ducts at each side, plus circular fogs at each corner of the bumper when equipped. The hood scoop adds yet more aggression up front, while the rear bumper gets a black mesh insert with optional rear fogs and twin chrome tipped tailpipes at centre. Nothing new here, but it’s all nicely done.

If you hadn’t heard Mini’s 5-Door experiment appears to be paying off, as the brand recently announced that sales of models with four doors or more have surpassed those with three or less, probably expected but good for the brand’s ongoing fortunes just the same. As for me, I simply like the unorthodox styling of the 5-Door better, and of course prefer not having to squeeze my friends and family into the back via a coupe-like crevice. Likewise I like having the ability to take up to four additional friends along for the ride thanks to this model’s third rear seatbelt, and those in back are also more comfortable in the 5-Door thanks to 161 millimetres (about 6 inches) of extra length and 72 mm (2.8 inches) more wheelbase, all of the latter being added to rear legroom. There’s also 61 mm (2.4 inches) of extra rear elbowroom carved out of the interior door panels and 15 mm (0.6 inches) of added headroom. What that means in real life is that my medium-build five-foot-eight frame had about four inches remaining above my head and around the same in front of my knees when the front seats were set for someone my size, so you’ve probably got about eight inches of added height to play with. In other words, if your kids are taller than John Cleese you’d better consider the new six-door Mini Clubman or Mini’s Countryman SUV.

With regards to cargo space, due to the 5-Door’s extra length you can haul 32 litres (1.1 cubic feet) more behind its 60/40 split-folding rear seatbacks than in the 3-Door for a total of 278 litres (9.8 cubic feet), or drop them and gain an even greater

2016 Mini Cooper S 5-Door
Photo: Trevor Hofmann, Canadian Auto Press

advantage of 210 litres (7.4 cubic feet) for a maximum of 941 litres (33.2 cubic feet). That’s a big difference in life hauling space.

As you can tell, Mini is a changing brand for an evolving world, the vast majority of its new owners having very little in common with those that bought into the original Sir Alec Issigonis-designed version way back in the early ’60s. Then again, while the new Minis are much larger than the tiny original, the brand still adds an element of fun to everyday life that seems to be missing from so many other four-door hatchbacks. So the next time you see an ad for one of Mini’s new models, smile and appreciate that there really is some truth left in advertising. A little bit of money well spent really can buy happiness, to be enjoyed at least a couple of times a day.
©(Copyright Canadian Auto Press)

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Classic Muscle Cars

1960’s Dodge Charger R/T are considered one of the most coveted Classic Muscle Cars of all time.

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Dodge Charger R/T front view

The 1966 Dodge Charger with the horizontal tail-lights are my all time favourite, but, this slightly later version with the round tail-lights is definitely a close second.

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Dodge Charger R/T rear view

Classic “Cuda”, no slant six in this baby…

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1970 Plymouth Cuda Convertible


Ford vs Ford Showdown or Smackdown!

“An 8200-rpm Muscle Car to Shame Sports Cars”


Published on Nov 2, 2015

The GT350 is a new kind of Mustang. Track-ready from the factory, its V-8 makes 526 hp and some of the best 8200-rpm noises you’ll ever hear. On this episode of Ignition presented by Tire Rack, Jason Cammisa explains what makes this flat-plane-crankshaft different from a regular V-8 using a set of drums. Then, measures the engine’s output on a DynoJet dynamometer. Even if you don’t know what a dyno is, you’ll love the sounds this engine makes – and the shots of race-car driver Randy Pobst hammering this special car around Chuckwalla Valley Raceway. Could it be that this American muscle car is actually a better driver’s car than most sports cars? We think so – find out why.

Ignition appears every other Monday on the Motor Trend Youtube channel. http://www.youtube.com/motortrend

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Top 10 Classic Muscle Cars

Top 10 Classic Muscle Cars according to “Guitar101Smasher” whom produced this video and Chrysler-Lopz.com™ states “I don’t own the pics or the copyright to any music”

Classic “Woody” makes you think of Annette Funicello (“America’s Sweetheart”) one of the “Mouseketeers” on the original Mickey Mouse Club and Frankie Avalon…

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Plymouth “SuperBird” – Do you think Richard Petty drove this car?

Top 20 Muscle Cars

20 Best Muscle Cars according to “Heavymetallord1″ whom produced this video and further states “I don’t own the pics or the copyright to any music”.
Published on May 5, 2012

The term “Best Muscle Cars” is always subjective, and this video is a good compilation of a thought of what was considered “Best” at that time…