Saturday, November 29, 2008
In 2005 it was runner-up to the Chrysler 300 for the North American Car of the Year award and was named Canadian Car of the Year.
In 2005 it was runner-up to the Chrysler 300 for the North American Car of the Year award and was named Canadian Car of the Year.
Racing
The Mustang made its first public appearance on a racetrack little more than a month after its April 17 introduction, as pace car for the 1964 Indianapolis 500.[4]
The same year, Mustangs achieved the first of many notable competition successes, winning first and second in class in the Tour de France international rally. The car’s American competition debut, also in 1964, was in drag racing, where private individuals and dealer-sponsored teams campaigned Mustangs powered by 427 cu. in. V8s.
In late 1964, Ford contracted Holman & Moody to prepare ten 427-powered Mustangs to contest the National Hot Rod Association's (NHRA) A/Factory Experimental class in the 1965 drag racing season. Five of these special Mustangs made their competition debut at the 1965 NHRA Winternationals, where they qualified in the Factory Stock Eliminator class. The car driven by Bill Lawton won the class.[27]
A decade later Bob Glidden won the Mustang’s first NHRA Pro Stock title.
Early Mustangs also proved successful in road racing. The GT 350 R, the race version of the Shelby GT 350, won five of the Sports Car Club of America's (SCCA) six divisions in 1965. Drivers were Jerry Titus, Bob Johnson and Mark Donohue, and Titus won the (SCCA) B-Production national championship. GT 350s won the B-Production title again in 1966 and 1967. They also won the 1966 manufacturers’ championship in the inaugural SCCA Trans-Am series, and repeated the win the following year.[4]
In 1969, modified versions of the 428 Mach 1, Boss 429 and Boss 302 took 295 United States Auto Club-certified records at Bonneville Salt Flats. The outing included a 24-hour run on a 10-mile course at an average speed of 157 miles an hour. Drivers were Mickey Thompson, Danny Ongais, Ray Brock and Bob Ottum.[4]
Boss 429 engines powered Ford Torinos in 1969 and 1970 NASCAR racing.
In 1970 the Mustang won the manufacturers’ championship in the Trans-Am series once again, with Parnelli Jones and George Follmer driving. Jones won the drivers’ title. Two years later Dick Trickle won 67 short-track feature races, a national record for wins in a single season.
In 1975 Ron Smaldone's Mustang became the first-ever American car to win the Showroom Stock national championship in SCCA road racing.
Mustangs also competed in the IMSA GTO class, with wins in 1984 and 1985. In 1985 John Jones also won the 1985 GTO drivers’ championship; Wally Dallenbach Jr., John Jones and Doc Bundy won the GTO class at the Daytona 24 Hours; and Ford won its first manufacturers’ championship in road racing since 1970. Three class wins went to Lynn St. James, the first woman to win in the series.
1986 brought eight more GTO wins and another manufacturers’ title. Scott Pruett won the drivers’ championship. The GT Endurance Championship also went to Ford.
In drag racing Rickie Smith’s Motorcraft Mustang won the International Hot Rod Association Pro Stock world championship.
In 1987 Saleen Autosport Mustangs driven by Steve Saleen and Rick Titus won the SCCA Escort Endurance SSGT championship, and in International Motor Sports Association (IMSA) racing a Mustang again won the GTO class in the Daytona 24 hours. In 1989, its silver anniversary year, the Mustang won Ford its first Trans-Am manufacturers’ title since 1970, with Lynn St. James winning the drivers’ championship. In 1997, Tommy Kendall’s Roush-prepared Mustang won a record 11 consecutive races in Trans-Am to secure his third straight driver’s championship.
In 2002 John Force broke his own NHRA drag racing record by winning his 12th national championship in his Ford Mustang Funny Car.[4]
Currently Mustangs compete in several racing series, including the KONI Challenge, where it won the manufacturer's title in 2005, and the Formula Drift and D1 Grand Prix series.
Fifth generation (2005–present)
Main article: Fifth-generation Ford Mustang
2005-2008 GT Coupe
At the 2004 North American International Auto Show, Ford introduced a completely redesigned Mustang, codenamed "S-197," that was based on an all-new D2C platform for the 2005 model year. Developed under the direction of Chief Engineer Hau Thai-Tang and exterior styling designer Sid Ramnarace, the fifth-generation Mustang's styling echoes the fastback Mustangs of the late 1960s. Ford's senior vice president of design, J Mays, called it "retro-futurism."
The fifth-generation Mustang is manufactured at the AutoAlliance International plant in Flat Rock, Michigan. The base model is powered by a 240 hp (179 kW) cast-iron block 4.0 L SOHC V6, which replaces the 3.8 L pushrod V6 used previously. The Mustang GT features an aluminum block 4.6 L SOHC 3-valve Modular V8 with variable camshaft timing (VCT) that produces 300 hp (224 kW). The 2005 Mustang GT has an approximate weight to power ratio of 11.5 lb/bhp. The base Mustang comes with a standard Tremec T-5 5-speed manual transmission while Ford's own 5R55S 5-speed automatic, a Mustang first, is optional. Though the Mustang GT features the same automatic transmission as the V6 model, the Tremec T-5 manual is substituted with the heavier duty Tremec TR-3650 5-speed manual transmission to better handle the GT's extra power.[25]
A revised 2010 model year Mustang, due to be launched in early 2009, was unveiled on the internet ahead of the 2008 Los Angeles International Auto Show.[26] Though sharing the same overall dimensions as the 2005-2009 mustang, the sheet metal is for the most part all new. The 2010 mustang is reported to have the same drivetrain as it forebear, although benefiting from technology showcased on last years bullit. This includes bumping power to 315hp and 325 lb ft of torque, and achieving a better overall mid range torque curve when ran on premium fuel. Some automotive magazines are reporting that the new mustang may get a better engine lineup in 2011 similiar to what how ford handled the Escape redesign with more efficient engines appearing a year after the refresh.
Ford Mustang: 1994-2004
Rising to the Camaro challenge?and beyond
The all-new 1993 Chevy Camaro really got Ford's attention. It was fast, attractive and aggressively priced to take on the Mustang. Although the 1993 Mustang was a competent performer, the styling was getting dated and didn't resemble the classic Mustangs that baby boomers pined for. There was no budget for an all-new car, so the existing chassis would have to do, but on the outside the Mustang was in for some retro restyling.
The nose was reshaped with a shallow grille that sported the running Mustang emblem made famous on the 1965 model. Underneath were more ducts, shades of the oil-cooler ducting on the original GT-350R racing cars. In back was a spoiler, and although the taillights had three segments, they were arranged horizontally, not vertically like on the '65. Side scoops returned, with a fastback top that recaptured the aggressive personality of the first Mustang. And the new convertible was a big improvement over the previous models both in terms of looks and rigidity. The revamped look was widely acclaimed and the Mustang was on its way.
Retro Restyling
The chassis was considerably beefed up to improve rigidity, but the suspension was basically the same as the 1983 model. For the convertible, the frame was appreciably strengthened for less shake. The 302 was now rated at 215 hp (a new, more conservative method of rating horsepower resulted in less impressive numbers even though actual power had increased). The suspension was fine tuned to give big improvements in handling and a Bosch ABS was offered as an option.
Although the new Mustang was a big leap forward over the '93, it was eclipsed by the performance of the Camaro with its 275-hp 350-inch engine. The Special Vehicle Team went to work on a new Cobra that would be able to take on the Z-28. A 240-hp engine was chosen, coupled with larger brakes, softer springs and revalved shocks for improved handling. The Cobra also was given distinctive body trim and, for the first time, a Cobra convertible was offered as well. Picked to be an Indy Pace Car, all '94 Cobra convertibles were Pace Car editions.
Cobra Bites Back
The Cobra R returned in 1995, lightened by dumping the air conditioning, deluxe interior and back seat. Up front the 302 was replaced with a muscular 351 borrowed from the Ford marine division and fitted with special Cobra heads and intake to strike with 300 hp. Only 250 were built, making it an instant collectible. The regular Cobra was largely unchanged from the previous year, except that the convertible had an optional hardtop.
The venerable Ford small-block pushrod V-8 was put to rest in 1996 and replaced by an overhead-cam, "modular" V-8. To reduce tooling costs, this engine was designed to share components with other Ford engines, hence the "modular" terminology. The Mustang GT got a 4.6-liter version with SOHC heads that produced 215 hp, while the Cobra was blessed by a twin-cam version with 32 valves and 305 hp. In back, the horizontal taillights were swapped for more retro units with vertical bars. The 1996 model sold well and little was changed the following two years. Meanwhile Camaro sales started to slip and it was discontinued in 2002.
The Nines
Although it had a family resemblance to the preceding model, the 1999 Mustang was a significant improvement. The chassis was still based on the old Fox-4 (Ford's internal designation) design and the suspension was fundamentally the same. The body was similar but the side vents were now much taller and the taillights were changed. Both the V-6 and V-8 engines picked up power. The SVT Cobra received what was supposed to be a 320-hp upgrade to the DOHC engine, but some production versions proved to be less powerful and the resultant bad publicity forced Ford to pull the plug for the 2000 model year while they worked on a solution. It seems that casting flash inside the intake manifolds and clogged exhaust systems were causing the power loss, and all 1999 models were offered replacement systems. The good news was the introduction of independent rear suspension on the 1999 Cobra. It worked quit well, but the other Mustang models continued with live axles.
The 2000 model Mustangs were little changed from the 1999 models. SVT developed a 385-hp Cobra R with a 5.4-liter version of the modular motor. A taller hood was needed to clear the big mill, and a functional splitter and rear wing were fitted.
Bullit Proof
Probably the most famous movie Mustang of all time was the green '68 driven with alacrity by Steve McQueen in movie Bullitt. Ford brought back some memories with their Bullitt edition of the 2001 Mustang GT. It was lowered and had special wheels that resembled the 5-spoke mags used in the movie. Only 500 were built.
The SVT team had been busy developing a supercharged version of the 4.6-liter Cobra that came out in 2003 with 390 sizzling horses that drive through a six-speed transmission. A new Mach 1 model had many Cobra parts, but sans blower and sporting the classic shaker hood pioneered in the 1970s.
The future looks bright indeed, with an all-new Mustang on the drawing board. It is slated to make its debut in 2004 and will have a chassis based on the refined design used by the Thunderbird and Lincoln LS. Given the conspicuous absence of other domestic ponycars on the market, the new Mustang will likely be another big hit for Ford.
Ford Mustang: 1979-1993
Ford Mustang: 1979-1993
Quick like a fox, but even faster
Hard-core Mustang enthusiasts tend to think of the Mustang II era as the "dark ages" of Mustang history. Slow, gaudy and sloppily assembled, it did not live up to the image set by the earlier cars. When the all-new 1979 Mustang hit the showrooms, few could have guessed that it would one day return Ford's little pony to the top of the performance ladder.
Based on a shortened Fairmont chassis (internally named the "Fox" platform), the new car was lighter and aerodynamically superior to its predecessor. The suspension was all-new, with McPherson struts in front and coil springs in back. Handling was initially just adequate, but the system was capable of being developed and was soon improved. The wheelbase was stretched about four inches, which made the new model much roomier than before. There was also a Mercury version wearing the old Capri badge.
Not the Same 'Stang
The body was a compete departure from Mustang practice, with an angular, slightly wedgy body and four square headlights in a plain-Jane grill. No side scoops, no chrome horse in front, this was an all-new car. The same four, six and eight-cylinder engines were used as before, with the addition of a turbocharged 4-banger that developed 140 hp (same as the 302 V-8 version). The little motor was lighter and resulted in better handling, but the turbo was unresponsive and troublesome, and never caught on.
The Ghia luxury package was once again available on the coupe, while the fastback hatchback could be ordered with a Cobra trim package topped with a fake hood scoop. There was even an Indy Pace Car package. Once again there was no convertible, but the other models were well received with 369,939 sold the first year.
Gas Crunch Woes
Unfortunately, the gas crunch was still in the minds of corporate planners, and in 1980 the Mustang was made to suffer with a downsized V-8. Many Mustang fans wanted even more power, but the beancounters shrunk the 5.0-liter V-8 to 4.2 liters. It gave up 21 horsepower in this questionable bargain, making the unloved turbo the hottest engine in the lineup (but still few bought it).
The V-6 that had been used in the Mustang for some time was replaced with an ancient Ford straight six. Hardly a banner year for performance fans. The 1980 Cobra got a set of spoilers (but with such anemic engine choices they couldn't have done much good). Sales were way down, with a little over 271,000 sold. Not much improved in 1981, other than a 5-speed manual box for the four-bangers and a T-Top option. Fewer customers dropped in than ever.
GT Time
Ford finally caught on in 1982 when a hotter 302 pumping 157 horses was fitted into the Mustang. The Mustang GT looked the part and was decently quick for the time. The turbo got the boot and there were three luxury models (the L, GL and GLX) to replace the Ghia package.
Even more changes were in store for 1983, most notably the long-awaited return of the convertible that could be had in GT or GLX trim. Under the hood the straight six and the 4.2 liter V-8 were canned in favor of a 3.8 liter V-6. Ford made one last try at taming the turbo four-cylinder engine (now with fuel injection), but few ordered it since the 302 was now up to 175 hp and had a five-speed of its own. An odd duck was the SVO Mustang, a limited-edition model with a 175-hp (later 200 hp) intercooled turbo four, a luxury interior and four-wheel disc brakes. But it was too expensive and soon disappeared.
Camaro Comp
Over the next few years horsepower continued to climb, and with fuel injection the 1986 version produced 200 hp. The next year the Capri got the boot, as did the SVO and the V-6 engine. The grille and taillights were revamped, with the GT getting its own look. This version of the Mustang was continued through 1989, with a slightly tweaked power output on the V-8.
Mustang sales had started to slip by the late 1980s. Ford even thought about dropping it, but it got a reprieve. The 1991 and 1992 models were basically the same, with a few special edition models to spice up sales. But Chevy had raised the bar with an all-new Camaro with a potent 350 and a six-speed gearbox, and Ford would not have an answer ready until 1994.
SVT Intro
To deflect attention from its rivals, Ford introduced the first SVT (Special Vehicle Team) Mustang Cobra in 1993. This was a limited-edition Mustang with a hopped-up 302 that was conservatively rated at 235 hp (probably closer to 260-270 hp). It was backed up by a 5-speed box, a revised suspension for better handling, and four-wheel disc brakes. Outside, the Cobras were mildly changed from stock, with special spoilers and taillights from the old SVO model.
An even more rare version was the Cobra R, a highly tuned model intended for road racing. Only 107 were built, and they lacked many interior features and had no power options. Huge brakes gave impressive stopping power, but the engine was the stock Cobra 302. The Cobra was an instant classic and set the tone for the next generation of Mustangs, which would be introduced in 1994.
Ford Mustang: 1974-1978
Ford Mustang: 1974-1978
The wild horse becomes a tame pony
By the end of 1973, the once-mighty Mustang was on the ropes. The ponycar segment was crowded with rivals from General Motors, American Motors, Chrysler and even Mercury. Also, with increased gas prices, the demand for big, powerful, clumsy dragsters was shrinking.
Recipe for Change
Ford President Lee Iacocca, who had fathered the original 1964 model, viewed these obstacles as opportunities, a chance to return to the Mustang's roots of an inexpensive sporty car that was practical as well as fun. How successful he was is open to debate.
The trouble with trying to re-create the successful Mustang recipe was that the raw ingredients had changed. The 1964 Mustang had been heavily based on the Falcon, Ford's low-end economy car. The 1974 Mustang II was based on the Pinto econo-box, and it was not the promising starting point the Falcon had been. The Pinto was a sturdy and porky little tin can (sometimes ignitable) with generic four and six-cylinder engines.
Mustang II
Iacocca wanted to scale up the Pinto into the new Mustang II to fill the sporty sedan niche occupied by the Toyota Celica, one of the new breed of hot Japanese 2+2s catching the attention of Detroit executives. Essentially, Ford decided the old ponycar market was too small to worry about, and besides the fancier Mavericks already had V-8 engines and were selling reasonably well.
The Pinto was beefed up to use the heavier-duty parts needed for the Mustang II, but the new pony had more insulation to help control the vibration of the base 2.3-liter four-cylinder engine. The 1974 Mustang II was much smaller than the 1973 model, and no convertible was offered. The accent was on flash, not performance, but at least the new 'Stang had rack-and-pinion steering for the first time. The sportiest Mustang II was the fastback, with the notchback aimed at luxury-oriented buyers. Ford had acquired Ghia, an established Italian body builder with a proven reputation, but the opportunity to make good use of its talents was squandered when the name was frivolously attached to a trim package on the notchback.
Performance Push
Old-time Mustang fans were crying for a performance version with ponycar looks, so the Mach I was introduced. This was a V-6-powered fastback with a striping package and fancy wheels. The first-year reception for the Mustang II was impressive, with 386,000 sales. But after the novelty wore off, the Mustang II began to slide.
The new Mustang was heavy at 2,700 pounds, and the engines it was saddled with didn't deliver much power or gas mileage compared to the import competition. For 1975, a 302-inch V-8 was added, but with only 122 horses it was hardly what Ford fans needed to do battle with the Camaro Z-28 and Firebird.
The Ghia models had vinyl roofs, opera windows and crushed velour upholstery. Sales dipped to 190,000 units as the Japanese imports streaked ahead and Camaro and Firebird sales (combined) surpassed their old rival at last. The Mustang II was also competing with the Ford Maverick, which was selling almost as well. However, Ford took comfort in knowing that the Mustang II easily outsold the equally wimpy Chevy Monza aimed at the same market.
Kinda Cobra
The Cobra name was dredged out in 1976 and slapped on a trim package that was sure to anger diehard Shelby fans. White with blue stripes and black with gold stripes were the only paint options, and although the Cobra was the best looking Mustang II variant, it was still as slow as molasses.
Although there would be no convertible Mustang II, in 1978 a T-top option was added to the fastback bodystyle. By this time the V-8 Mustang II weighed over 3,200 pounds and the tepid 302 could not make it a respectable runner. Nevertheless, Ford added a King Cobra model in 1978, with a beefed-up suspension, better wheels, brushed aluminum interior trim and wild Cobra graphics sporting a pop-art snake on the hood. Sales continued to slip until the final year of Mustang II production, when sales rallied to 192,410 units.
Due to their bulk and lack of muscle, few Mustang IIs were raced. Some were beefed up with bigger engines, but it made more sense to start with a first-generation Mustang that weighed around 200 pounds less. The Mustang II was no match for a base-model Camaro on a race track, much less a Z-28. One of the few Mustang IIs to hit the track was the Kemp Cobra II run in the IMSA All-American GT racing series in 1976. It used a custom-built space frame that bore no resemblance to the Mustang unibody, and was powered by a 530-horse 351 Cleveland V-8. Builder Charlie Kemp also advertised a hotter street version of the Mustang II, called the Kemp GT, that was to have upgraded suspension and interior with a replica of the racecar body.
By 1978 the Mustang II was ripe for replacement. It had kept the Mustang name alive through some tough times for the American auto industry, and for thousands of buyers it provided stylish, individualistic transportation at a fair price. But for performance fans it was a sheep in wolf's clothing and no match for their rivals in the Bowtie Brigade. That situation would get much better when the new 'Stang came knocking in 1979.
The Mustang kicks back
From 1964 to 1966 the Mustang fired up the ponycar fad and blasted sales records for a new car introduction. Except for a weak challenge from the first-generation Barracuda, the Mustang had the sporty sedan genre all to itself, but in 1967 that would change as General Motors introduced its Camaro and Firebird models to take it on. Ford knew it would have to come up with a new car to meet the challenge, but without breaking the bank.
Raging Horse
The 1967 Mustang was significantly upgraded, being slightly longer, wider and heavier than the 1964-1966 models. To make up for the extra heft, Ford added to the option list a big-block 390-inch V-8 with 320 raging horses. This heavy engine added straight-line speed (0-60 in 7.5 seconds), but took a toll in handling. The previous six-cylinder and 289-inch V-8s were still offered as well.
The body was completely restyled, but still unmistakably a Mustang. The long hood/short deck styling was retained, along with the gaping grill and side scoops. Once again there were three body styles. The hardtop remained the best seller, but the fastback passed the convertible to take second place. The new model was handsome and handled better due to a wider track, but the Mustang now had fearsome competitors.
Serious Comp
The 1967 Chevy Camaro and Pontiac Firebird were new designs based on Chevy II parts. They were slightly heavier than the Mustang, but had more powerful engines. The 327 and 350 engines were proven performance mills, and the 375-hp Chevy 396 was hotter than Ford's 390. And the Camaro 302 Z-28 engine was to prove superior to the Ford 289 in Trans-Am racing.
The Firebird was basically the same car as the Camaro, but with a technically advanced overhead cam six as standard, with 326 and 400-inch engines that were an even match for the Mustang motors. Plymouth revamped the Barracuda with slick new bodywork, but the old 273-inch V-8 was on the weak side. Even Mercury was itching to take a shot at the pony with its new Mustang-based Cougar. Shelby American continued building the GT350 versions of the Mustang and added the GT500, which was powered by a massive 428-inch Ford V-8.
Staying Ahead
With such a crowded field, it is no wonder that Mustang sales were off from previous years, with "only" 472,121 sold in 1967. The Camaro was a comparatively distant second at 220,917, besting the Cougar (123,672), the Firebird (82,560) and the Barracuda (62,534). Although the Mustang was still the king, it was obvious things were going to get tougher. Production of the Shelby models was shifted to Ford, and they began to lose their performance edge.
For 1968 Ford made few changes, adding an optional 390-hp 427 engine to counter the 396 threat (just in time for Chevy to add a 427 of its own). There were also a number of minor body trim changes, including a deeply inset grill and rear quarter panels with integrated side scoops. A large number of safety features were added as well, such as a padded instrument panel and an energy-absorbing steering column. But times were getting tougher and 1968 sales slipped to 317,404 units. The AMC Javelin entered the ponycar frey, but never managed much in total sales.
Big Boss
Ford responded to the faster Camaro and Firebird models with a major Mustang revamp. The 1969 model was restyled and the suspension upgraded. The hardtop, fastback and convertible models were highlighted by special versions like the Grande, Mach I and Boss 302. The Grande was a luxury hardtop with a vinyl roof, fake wood trim and extra insulation. The Mach 1 featured the new 351-inch engine and had the famous "shaker" scoop that projected through the hood. Also new for 1969 was the very hot Boss 302, styled by Larry Shinoda and equipped with an excellent 302. The 1970 Boss was also offered with a 429-inch V-8, while the Mach I got the 428. The de-clawed Shelby Mustangs drew their last gasp in 1970, but by then they were so far from their original intent it could have been considered a mercy killing. Despite the improvements, and winning the 1970 Trans-Am championship, Mustang sales dropped from 299,824 in 1969 to 190,727 in 1970.
Sales Slip
With sales falling, Ford made major changes to the 1971 Mustangs. The new model was longer, wider and over 600 pounds heavier than a 1965 model. There were still a bewildering number of engine options, including a 200-inch six, and three V-8s: a 302, 351 and 429. The Boss 302 became the Boss 351, and the Mach 1 was equipped with the 429 Cobra Jet engine developing 370 hp. Actually, the Boss 351 was much better balanced and a touch faster than its big brother.
The ponycar fad had run its course and, although the Mustang still outsold its competitors, only 149,678 Mustangs were sold in 1971 and 125,093 the next year. The 1973 Mustang was a carryover from 1972, and little was changed except that the best car in the lineup, the Boss 351, was dropped. Ford announced that the 1973 Mustang convertible would be its last ragtop, and this accounted for sales going up to 134,867 units as collectors reached for their pocketbooks.
Clearly something had to be done. The Mustang had become too big, too expensive and did not provide enough fun to survive in a gas and emission-conscious world. In our next installment, we'll see how the Mustang II temporarily increased sales, but lost the lead to Camaro. Stay tuned.
Ford Mustang: 1964-1966
Ford Mustang: 1964-1966
Father of the ponycar
Harold Pace / autoMedia.com
In 1964 the American car scene didn't have too many stars. The expensive Corvette held sway at Chevrolet, but the much-hyped Corvair had more potential than performance. The lovely Avanti had generated reams of publicity, but Studebaker was too busy treading water to take advantage of it. The 409 Impalas, 427 Galaxies and Hemi-powered Chryslers were wicked in a straight line, but expensive gas guzzlers that rumbled like volcanos and stubbornly refused to either stop or turn corners. As a result they sold in insignificant numbers by Detroit standards. The Falcon, Valiant and Chevy II were selling respectably, but their austere "econo car" image did not appeal to younger drivers. All that changed with the Ford Mustang.
Iococca Concept
The Mustang was the brainchild of Lee Iococca, who at 35 had already become a Ford vice president and general manager. He was concerned that Ford was stuck with an aging buyer pool for its lackluster sedans inherited from beancounter Robert McNamara's stewardship. Iococca immediately got Ford back into racing with the Ford GT program, drag racing and NASCAR. He dropped a V-8 into the Falcon to create the sporty Falcon Futura, but what he really wanted was a "personal car" for younger drivers more interested in peeling out in a fun, sporty car than poking around in their parents' sedans. After a series of concept cars, the parameters were laid out.
Friday, November 28, 2008
Wednesday, November 26, 2008
A sense of symmetry...
Explore #91 on Nov 25, 2008. Domo Arigato Mr Robotos.
View Large On Black Background.
After a weekend of rainy, cloudy gray skies it was nice to shoot something with out a cloud in the sky. This was taken about 15 minutes after sunset at the Ko'olina marina boat harbor. There's a handful of million dollar boats here. I'm not sure what this building is for but I loved the architecture.
HDR made from 7 exposures then digitally blended 3 other exposures to touch up the sky and lights. I felt it would look better perfectly symmetrical so I just copied the left side, flipped it horrizontally, and positioned it on the right side. Applied a layer for curves, saturation, did a bit of highlight / dodge, and a small unsharp mask on the building.
The original shot with out the symmetrical flip is below.
View Large On Black Background.
After a weekend of rainy, cloudy gray skies it was nice to shoot something with out a cloud in the sky. This was taken about 15 minutes after sunset at the Ko'olina marina boat harbor. There's a handful of million dollar boats here. I'm not sure what this building is for but I loved the architecture.
HDR made from 7 exposures then digitally blended 3 other exposures to touch up the sky and lights. I felt it would look better perfectly symmetrical so I just copied the left side, flipped it horrizontally, and positioned it on the right side. Applied a layer for curves, saturation, did a bit of highlight / dodge, and a small unsharp mask on the building.
The original shot with out the symmetrical flip is below.
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