A series of incredible photos have been unearthed, showing what is believed to be a Porsche engineer wringing out a Mercedes sedan on the Nurburgring.
(The Mustang in that photo isn’t just here for irony — it’s for sale! Down to $799 OBO… it’s a GT and the seller is a well-known decent guy in Ohio. Contact us for details — JB)
Embargoes be damned. There’s not a soul on the planet who cared about the 2015 Mustang who couldn’t have told you everything you wanted to know about it before today. Independent Rear Suspension. Fastback. EcoBoost 2.3 liter four-cylinder option. No room for the beloved (or maligned, by ZL1 fans) 5.8 supercharged Shelby motor. The first Mustang to become global under Mulally’s pet project, One Ford. Either god-awful ugly or beautiful, depending on the eye of the beholder. It’s hard to remember a pony car that generated this much buzz.
If you’d like, you can read about my father’s MGB here, or find my thoughts on our Land Rover Series III here. The first taught me of the unspoken bond a father and son can feel when working side-by-side on a restoration project. The second’s lessons were mostly about swearing.
Both cars are still in faithful-if-intermittent service, the Landie as a sort of farm tractor, the MG as the tinkerer’s delight. However, if you’ve the patience, I’d like to tell you about my dad’s real car.
These days, the oul grey fellah pilots one hell of a boulevard-strafer: a six-speed-manual E60 550i M-Sport. It’s his sechste Funfer, and marks a quarter-century of 5-series ownership. To my mind though, he only ever had one. (Read More…)
Even when on vacation, I can’t help tripping over interesting stuff. In this case, quite literally. Ouch. My toe’s still bleeding. (Read More…)
My grandfather was a big rally- and ice-racing fanatic during the 1950s and 1960s, running everything from a Renault Dauphine to a Corvair in every Minnesota race he could find. Eventually, he picked up a Corvette, which he loved almost as much as his Saab 93, and the trophies started to pile up. On my trip to the Midwest last month, I managed to talk him into letting me have this one for my office. (Read More…)
If the New York Times motto is “all the news that’s fit to print”, then the automotive blogosphere has dined out on the notion of “all the conjecture, baseless rumors and unverified whisperings that’s fit to re-purpose” since Al Gore invented the internet.
Rumors of a new Acura NSX have been one of the staples of online automotive “news”, with the first rumblings shortly after the NSX was euthanized in 2005. Normally I refrain from commenting on these sorts of matters, since they tend to lead to hypertension, foul language and apoplectic tirades, but I have a personal interest in this one.
The Freep’s Mark Phelan identifies yet another vanishing automotive phenomenon: the six-seater sedan. He notes
The Chevrolet Impala is the only six-person sedan you can buy. Other sedans — regardless of how big they are — have front bucket seats rather than the three-person front bench seat that was once common…
Chevrolet is weighing whether to build a six-seat version of the next Impala. Weighing against it, the car will probably be narrower than the current model. It’s based on GM’s Epsilon II global platform. It’s roomy, but probably not enough to fit three comfortably across up front.
About a quarter of Impalas sold last year were six-seaters…It probably makes sense for Chevrolet to concentrate on giving the next Impala a comfortable and attractive front seat that appeals to the other 75% of its buyers and wins some new customers.
I’m sure that front benches bring back a host of memories for TTAC’s Best and Brightest (mine is of grabbing the Hurst floor shifter in my dad’s 1966 F-100 with both hands and clunking from gear to gear on the way to the dump), and yet somehow I’m guessing that not many will agitate for its return. Like tape decks and carburetor tune-ups, the nostalgia of sitting between two other people in front seat might have a certain appeal in reminiscences, but anyone who actually transports six people regularly these days just buys a crossover. And guess what: the kids might be robbed of valuable future nostalgia (replaced by reruns of Spongebob Squarepants on the rear-seat entertainment system), but neither they nor their parents are likely to choose to go back. And so, we march onward, into an unfamiliar future…
Photos courtesy of Cars In Depth
As a Detroiter I hate ruin porn. I particularly hate it when lazy journalists, bloggers, editors and video crews shoot photos or video, or worse, use stock footage and pics, of the Michigan Central Station and the old Packard plant. So I’m a little reluctant to share these photos that I shot just south of State Fair, east of Woodward. Ultimately, the photos were just too good, so emblematic of Detroit’s decay, that I had to share them. Also, it’s an opportunity to share some hope about the city.
Start the video, then pause. Click on the “3D” icon on the YouTube menu bar to select your choice of 3D formats or 2D. Video and original photos courtesy of Cars In Depth
We’ve all seen too many pictures and videos of the magnificent ruin that was once the Packard plant on Detroit’s east side. It turns out that there’s a Packard site in the Detroit area that’s not a ruin, the Packard Proving Grounds in Shelby Twp. about 15 miles north of Eight Mile Road. Like the Packard plant on East Grand Blvd, Albert Kahn designed all the original Packard buildings on the proving grounds site, including a tudorish looking lodge where the facility’s manager and his family lived. It may be the only place where Kahn designed both residential and industrial buildings. It was built in 1927 at a cost of over a million dollars. Packard used the facility to develop and test their cars, aviation engines (there was a small airfield inside the big oval track – Charles Lindbergh visited the site), and also for publicity and marketing. The proving grounds even had a role in the Arsenal of Democracy. Chrysler used the facility during WWII to test Sherman tanks, erecting a building used to service the tanks that were tested inside the paved oval.
Additional video after the jump.
Here’s a question that may well be impossible to answer, due to the numerous gray areas involved. Sure, we could set all kinds of limitations (e.g., “production run” applies only to engines built by the original manufacturer) and of course you stumble into the quagmire of defining when changes to an engine design become significant enough to result in a different engine… but why should we do that? (Read More…)