Driving Into Wet Concrete Is A Ridiculously Costly Error. Some poor Honda Civic driver in Lincoln, Nebraska, cut between some orange cones and got stuck in wet concrete last week. In addition to any damage to the car, the driver is going to have to pony up the costs of repairing the road, the. Lincoln Journal Star reports. And it ain’t gonna be cheap. The news site spoke with a city engineer, who said removing the car from the muck caused a traffic backup, and put a wrench in the city’s construction plans. The driver, a 1. 9- year- old according to Fox News, did not get ticketed, in part because the concrete didn’t look wet, and because the gap between the cones was large enough to “cause confusion.”The city engineer told the Lincoln Journal Start that, since that patch of wet concrete is next to a bunch of other concrete that has yet to cure (and can thus not take the weight of trucks and other construction equipment), the incident will likely delay the project by three to four days. What’s worse is that the Honda driver is responsible for fixing the road, and that’s not going to be cheap, as the city engineer says: The contractor has estimated this may be in excess of $1. Ten grand for cutting through some traffic cones. This guy is probably praying his insurance company will cover this. What's going on, guys? Adam here with AmericanMuscle.com, and today I'm bringing you my review of the Rear Seat Delete Kit in black for all '05 to '14 Mustang Coupes. 1992 C4 Corvette Ultimate Guide. History, Production Stats & Facts, Engine Specs, VIN Numbers, Colors & Options, Performance & Much More, we cover it all. EHow Auto gets you on the fast track with repair, maintenance, and shopping advice. Whether you're jump starting a battery or insuring a new car, we can help. I have a fully restored 1976 Mustang 2. It has around 400 hp and I love it. It really changes the car when you get some motor work done. I will be the one laughing in. Basic Nitrous Tuning(101) How to get the most from your nitrous combination. Welcome to the ultimate Foxbody Mustang specification page. Use the links to the left (above if you're own mobile) to quickly jump to a particular specification. Unless I’m mistaken this is a 720 horsepower car that raced in South Africa from 1992 to 1994, built off of the legendary Audi 90 IMSA GTO that raced in Trans Am in. 1989 Ford Mustang GT. The 1989 Ford Mustang was a virtual carryover from the 1987 Mustang and 1988 Mustang models. The major change was the introduction of the. Some poor Honda Civic driver in Lincoln, Nebraska, cut between some orange cones and got stuck in wet concrete last week. In addition to any damage to the car, the.Mustang II Cobra II – Ford’s Deadly Sin IIPowered By Ford. There’s something special about those words, something iconic, something that evokes nightmares of an uniquely American scope, from our first family cross- country trips in a 1. Ford that perpetually overheated and stalled from vapor lock (when it actually started) to the last one, Mother’s craptastic 1. Escort (replaced by a Civic) that could barely do seventy wheezing unsteadily along the rain- soaked I- 7. Powered by Ford. It’s the peeling logo hastily slapped onto the valve covers of this five- liter Mustang II, but you won’t need to raise the hood to understand what it means. But his stirring words of worship at the altar of Ford compels me to release the anti- Ford held safely thus far in the digital files, and unleash its full 1. V8 fury upon his Mustang love poem. Obviously, it couldn’t have been much worse than its predecessor, that hideously oversized barge of a draft- horse car, the ’7. One wants desperately to give Lee Iacocca credit for trying to do the right thing: dramatically downsize the Mustang to make it competitive with the Euro style “super- coupes” that were the hot thing after the pony car market collapsed under the weight of its wretched excess. So the target competition for the Mustang II were the Toyota Celica, Opel Manta, and Ford’s own European import, the Capri (sold by Mercury). Instead of just building the highly competent Capri as the Mustang II, or in the case of GM, the Manta/Opel 1. Vega, they threw themselves repeatedly on the sword of hubris: we can do it better in Detroit, even small sporty and economy cars, something the Europeans had been building and perfecting for decades. GM’s Vega was the first to go down this path, if we generously give the Corvair a pass. The Opel 1. 90. 0/Manta was a delightful- handling and well designed car, and with a tiny fraction of the money wasted on the Vega’s development, it could have been made truly superb. Ford’s Pinto was only marginally better than the Vega because it didn’t blow up or rust quite so instantaneously, but its silly low, short and wide and cramped body were retrograde from the perfectly practical English Ford Cortina that donated much of its guts for it. We know what Americans want in a small car. That was also the year Mercury started selling the Caprihere. Reviews praised it: (R/T) “a very attractive sporting car. It’s solid as a Mercedes, still compact and light in the context of 1. Apparently not good enough for Lido; he had wrought a true miracle turning the Falcon into the original Mustang, so why not do the same thing with the Pinto? Why not indeed! Unlike lightening, hubris always strikes after someone’s first success, deserved or not. A reworked front end and some new longer rear springs were designed to quiet down the Pinto’s notorious trashy interior noise levels and general structural inefficiencies ( the whole car rattles and rustles like a burlap bag full of tin cups. Self destruction seems only moments away. Lee wanted the Mustang II to have a touch of luxury to it, especially in the padded- top Ghia series; a sort of mini- T Bird. So, yes, let’s put lots of cushy rubber and soft springs in the suspension to give it a nice ride on the freeway. But somehow, all that sound deadening and whatever else the Ford boys did to transform the Pinto into the Mustang II must have weighed a lot; well, lead is a terrific sound barrier. The unfortunate result was that the Mustang II weighed more than the original Mustang, despite the fact that its wheelbase was now a full foot shorter and it sported a four cylinder engine. And completely lost the proper proportions of the original. With its absurd front and rear overhang and 1. But Powered By Ford was stamped or glued to the new 2. OHC four, a rather noisy and thrashy lump that bravely soldiered on for decades, and actually got a bit better with time. Generating all of eighty- eight horsepower, Ford’s huge investment in racing engines during the sixties was finally paying a dividend. If the four wasn’t quite recreating the Le Mans Mulsanne straight experience adequately, the Cologne V6 was the only option for more go in 1. II’s first year. C/D tested the new Mach 1 version with the 1. Our test car weighed over 3. The quarter mile took over eighteen seconds (@7. But it probably had a better ride than the Capri. Oh, did it ever: “As the Mustang II Mach I (with the optional “competition” suspension) approaches its cornering limits, the front end transmits the fact that it definitely is plowing. And the fact that it was still riding on 1. And the fact that it was given the Pinto’s brakes without change wasn’t any too inspiring either: “difficult to maintain precise directional stability during hard stops”. C/D sums the Mach. Much of that is due to weight and some to emission standards, but neither of these factors justify the car’s flaccid handling”. Given that Ford had to do some fairly extensive work on the Mustang II’s front end to accommodate the V8 implant, it’s obvious that they never planned on that outcome when the car was developed. And given that the 3. Ford should have spent money on its turbo- four program a few years earlier. Or found a way to federalize the DOHC and fuel injection engines it used in Europe. But the American legacy of Ford was built around V8s, and what’s a Mustang without one: Powered By (genuine US) Ford. Now we can finally speak our vile words about the actual Cobra II. Anything positive anyone can say about the Mustang II program is instantly offset by this cruel joke made by Lido and his not- so Whiz Kids. Unbelievably, it only got worse with the King Cobra version a couple years later. It actually manages to surpass all the bad and stale stereotypes associated with its era. A true poster boy of wretched excess nothingness. A Cobra that couldn’t get it up. As it turned out, genuine V8 performance in an excellently handling coupe was still in demand, and very much available, in the form of the Camaro Z- 2. And at a price that put the Mustang II Mach I and Cobra II to infinite shame. In the very same issue of C/D is a test of the 1. Camaro Z- 2. 8 with the slightly detuned but still very satisfying 3. V8 that churned out 2. Mustang’s V8. And ran a 1. And handled and steered most properly indeed. C/D summed up the Z2. Because few cars at any price offer the refinement in going, stopping, and turning abilities. And that refinement is housed in one of the most handsome forms ever to roll out of Detroit. But the real clincher is price: the latest Z- 2. Here’s the shocker: the Z- 2. V8 and four speed, stickered at $4. The 1. 97. 5 Mustang II Mach I with the V6 listed at $4. V8 cost is a guess. Half the horsepower, twice as long to sixty, miserable handling, in a ridiculous and mal- proportioned body with a yard too much front overhang. And if that comparison is just a wee bit too apples/oranges, a base 1. Mustang II (four cylinder) hatch cost $3. V8 Camaro coupe cost $3. Did the Mustang II sell? What’s the line about a sucker being born every minute? And now I’ve run out of time before I could even get started on the Mustang II’s build quality. Let’s just say Ford had quite a bit of subtraction ahead of them before they could even claim that Quality Was Job #1, let alone back it up. There’s a good reason or two why the Camaro rated a “GM’s Greatest Hits” designation at CC (here’s the full gushing writeup), and this Mustang II earns Ford a Deadly Sin; Powered By Ford indeed.
0 Comments
Leave a Reply. |
AuthorWrite something about yourself. No need to be fancy, just an overview. Archives
September 2017
Categories |