A beloved favorite for myriad reasons, the Ford Mustang’s foremost accolade may well be its role in creating the genre that came to be known as the Pony Car. This can be a touchy subject, especially when considering that Plymouth introduced its Barracuda a couple of weeks before the Mustang debuted.

1970 Plymouth Hemi Superbird

That head start didn’t matter; the Barracuda never ignited the sales frenzy or connected with the youth market the way Mustang did. By those measures, Chrysler Corporation’s entry in the class was an also-ran. And so Ford’s sporty two-door, the one with a horse in its grille, gave the new market segment its moniker – and saved us from forever having to refer to it as the “ray-finned fish” class.

Much like the Barracuda’s relationship to the Valiant, the Mustang was based on the chassis of a corporate sibling. In this case, it was the Ford Falcon, which in some ways was the perfect starting point for building a small 2+2 because it allowed for the sacrifice of some interior space to help achieve Mustang’s classic long-hood/short-deck proportions. It was these dynamic proportions that eluded the Barracuda and made it less appealing to shoppers when compared with Ford’s attractive offering.

That long-hood/short-deck formula also established a silhouette that GM, Chrysler and American Motors followed when they raced to catch up by creating models like the Camaro, Challenger, ’Cuda, Firebird and Javelin. Ford, too, capitalized on the popularity of the class it defined with the Mercury Cougar.

1969 Chevrolet Camaro ZL1
And while these proportions would eventually be commonplace, in America they were nearly exclusive to the Mustang and one other car at the time — the Chevrolet Corvette. Even the contemporary Thunderbird favored a more visually balanced appearance. What’s truly interesting about the long-front/short-rear aesthetic is that it wasn’t anything new, neither in the U.S. nor Europe.

In the U.S., consider Duesenbergs, Cadillacs and even Ford coupes from the late 1920s through the late ’30s, particularly in 1932-34. Designers have long understood that accentuating the power plant by extending the front end speaks to a car’s potency. That theme worked especially well for Ford’s two-seat concept car of 1962 known as the Mustang I, which naturally did not require a large trunk. The production Mustang’s proportions were derived from this design exercise, using the shape to establish a form language for youth and performance.

The ’65 Mustang’s surfacing was straightforward, but its details were fresh in many ways. For instance, the side scoops were inspired by the concept car, which had a midengine drivetrain influenced by the Chevrolet Corvair (and more broadly by the ongoing shift to midengine layouts in racing at the time). Even though they were just a detail, they affected the theme so strongly that they made it to production.

The Mustang logo and name were nods to various inspirations, including the World War II P-51 fighter plane. The most direct link, of course, is to the wild quarter horses, which were said to have inspired a designer of the Mustang I concept, Phil Clark, when he saw some running in Nevada while driving to the Art Center College of Design in Pasadena, Calif.

Regardless of what it’s called, how it was developed and what influences shaped it, the Mustang is the car that led the genre’s charge.

Detroit’s original pony car stands the test of time.

On Friday, April 17, 1964, Ford officially introduced America to a new breed of fun machine, kicking off a feeding frenzy Detroit watchers had never seen before, nor undoubtedly ever will again.

The few available showroom teases were claimed even before they were unveiled, and another 22,000 models were ordered that first day. As many as 4 million folks rushed their friendly neighborhood Ford lots that weekend to see Lee Iacocca’s baby.

Demand instantly overwhelmed supply for the lively compact named Mustang. Two-month waits for delivery were common; this after initial Ford forecasts pegged first-year sales at no more than 100,000. Iacocca, however, knew better. From the outset, his goal was to break Detroit’s new-model sales record, held by Dearborn’s 1960 Falcon, with his battle cry being “417 by 4-17.” The plan was to sell more than 417,000 Mustangs by 4-17-1965. No problem: 100,000 were bought within four months, and the tally read nearly 419,000 when the car’s first birthday came around.

Targeting emerging baby boomers was just one key to this overnight success. Another important facet involved “the three faces of Mustang.” With a base six-cylinder engine, a Mustang coupe was a frugal economizer in 1964, wearing a $2,400 price tag.

Customers with fatter wallets could’ve added V-8 power and seemingly countless options to create a relatively luxurious “mini-T-bird.” Last but not least was a hot-rod alter ego made possible by installing Ford’s 271hp High Performance 289 V-8. While all Mustangs, regardless of equipment, looked sporty, some simply played the part more convincingly.

All also came standard with bucket seats and a floor shifter. Two body styles were offered from the start, with a sexy convertible going for about $2,600 when fitted with the budget-conscious six. The more practical notchback coupe outsold its topless counterpart by nearly 3½-to-1 that first year. A third variation, the 2+2 fastback, joined the original duo in September.

Six or V-8, top or not, the truly fresh 1964-½ Mustang became as big as the Beatles that year. Headlines transcended the automotive press, with Iacocca and his pride and joy even showing up concurrently on the covers of Time and Newsweek.

A boy and his horse

Among those caught up in the promotional blitz 40-some years back was a then-18-year-old Ron Hermann. “Of course, I saw all the ads,” he recalls. “And I wanted to be the first on my block with a new Mustang.”

Hermann put down $100 to secure the chance to buy the one Mustang then touring the Philadelphia area. “I followed the car around town to make sure no one messed with it. This was my car; I didn’t want people touching it,” he says.

He stayed on watch for three months, tightly clutching his promissory contract all along. “One guy offered me $500 for that piece of paper,” he recalls, but it was no sale.

When Hermann finally did take his Mustang home from Philadelphia’s Barr Ford, he instantly became the talk of the town. “A lot of people stared when I drove by; a lot of girls wanted to take rides,” he says. Though he honored many of those requests, he never again drove the car regularly after that. He still owns his untouched Mustang, claiming it has never seen rain or snow, or taken on new tires. The odometer presently shows 17,000 miles.

“To this day, I don’t know why I did it,” he says. Looking no less new than it did in 1964, Hermann’s exceptional survivor was recently appraised at $30,000, a rather conservative figure he feels can be topped at “the right auction.” Guilty of false hopes he’s not.

Carroll Shelby takes the reins

Like nearly all early Mustangs, Hermann’s classic stacks up rather humbly beneath its sharp-looking skin. Power comes from a 260-cubic-inch V-8 that produced 164 humble horses in 1964. The aforementioned 271-horse “Hi-Po” model aside, the Mustang didn’t enter the performance arena full force until Carroll Shelby got his hands on the car late in 1964.

vintage racing

Shelby put a fourth face on Dearborn’s pony car, morphing it, at Iacocca’s request, into a real road rocket called the GT 350. All 562 GT 350 Mustangs built in 1965 at Shelby’s Southern California works were 2+2 fastbacks wearing Wimbledon White paint with blue Le Mans striping optional. Standard hot parts included a bone-jarring heavy-duty suspension and a specially modified High Performance 289 V-8 rated at 306 horsepower.

The idea behind the GT 350 was to create a special high-performance Mustang able to compete with Corvettes in Sports Car Club of America stock-class racing. And to this end, Shelby also put together 34 (plus two prototypes) GT 350R models during 1965 and early 1966. No one needed to explain what the “R” stood for as these gnarly, stripped-down vehicles were clearly meant only to tour racetracks, which they did with a vengeance. GT 350R Mustangs bullied their way through SCCA B/Production competition from 1965 to 1967.

Production of street-legal Shelby Mustangs carried on until 1969, with some leftovers sold as 1970 models. Shelby himself began drifting away from the project within a year after Ford pressured him to tone down the GT 350 in 1966. In 1968, Shelby Mustang production was moved from California to Michigan, but it was no longer the mean machine originally envisioned by its creator.

The legacy continues

But at least one of Shelby’s awesome R-models continued tearing up tracks even as the GT 350 legacy wound down. In 1966, sports car racer Charlie Kemp bought Roger West’s GT 350R, a car that had won an SCCA divisional championship earlier that year. According to Kemp, his GT 350R was the “winningest Shelby ever.” He ran it in 54 events, finishing first in 34. He took 17 straight checkered flags in 1968 and clocked 184 mph at Daytona that year. “That record still staggers me – to move that brick through the air that fast. At first, we didn’t believe the timer,” he says.

After racing his Shelby Mustang to SCCA divisional championships in 1967, ’68 and ’69, Kemp moved on to the Can-Am in 1970. He sold his GT 350R not long afterward, then later reacquired it. Like Ron Hermann, Kemp still owns his old horse, which is now valued just a bit higher than Hermann’s. In January 2006, a GT 350R reached $473,000 at a Russo and Steele auction.

The Ivy Green 1965

Discounting Shelby’s variation on Ford’s pony car theme, Mustangs didn’t qualify as muscle cars until the 428 Cobra Jet V-8 was introduced in April 1968. According to Hot Rod magazine, the 335hp 428 CJ instantly transformed a 1968 Mustang into “probably the fastest production sedan ever built.”

The 428 Cobra Jet remained a strong Mustang option until Ford’s aging FE-series V-8 finally retired after 1970. As for collector value, a 1968-½ Cobra fastback went for $513,000 at Barrett-Jackson’s 2006 Scottsdale extravaganza.

Ford’s Mustang has never failed to turn heads. Few other vehicles can claim such a huge following, and this undying loyalty helps explain why Detroit’s original pony car is still around today while its rivals have been in and out of the picture.
Source : hagerty.com

As the adage goes, if you love something, let it go. But if you love something enough, there’s always a chance it will find its way back to you. Just ask Ralph Fowler, of Ellicott City, Md. This fall, fate returned a white 1966 Mustang to his garage 17 years after he originally parted with the car.

Fowler’s father purchased the car new in 1966. It was the first new car his parents ever owned, and it was in the family until 1993.

The Ivy Green 1965

“I remember sitting in this Mustang in the showroom when I was 5 years old,” he recalled. “My sister learned how to drive a stick on it. Even my wife learned how to drive a stick in the car.”

By ’93, however, the car had been passed down to Ralph’s brother, and then to Ralph himself. But with a small family, he didn’t have the time to dedicate to owning a classic.

“I had three small kids, and anytime I wanted to take it out, I had to jumpstart it,” he said. “It was kind of hassle. My wife suggested I sell it, so I did.”

It turns out fondness for Mustangs is genetic, and Ralph’s oldest son has been looking for his own Pony car since before he could drive. They’d hit up shows throughout the year, especially Carlisle events, and always looked for Mustangs in his price range.

“I could never find one that was in as good of shape as the one I sold and at a price that was affordable,” Ralph said.

In 2010, Ralph returned to Fall Carlisle – this time solo. He had no intention buying anything that day, let alone finding a Mustang. He usually follows a strict routine at the event, but something prompted him to shift his usual methods that day.

“I usually go to the right at the gate, but this time I went to the left,” he remembered. “Usually I never get to look at the car corral because I’m looking for parts for my truck, but this time I started in the corral.”

Walking down the hill, he glanced a few rows over and a white Mustang caught his eye. Curiously, it had the same hubcaps as the ’66 he sold 17 years earlier. He approached the car to get a closer look, and noticed that the fender had some scratches – scratches in the same spot as the old car. It also had the same single blue pinstripe – which is incorrect for that car – and an “outdent” on the driver’s side rear fender that matched a bump on his old Mustang. The ripped third seatbelt in the rear clinched his suspicions.

“I walked over to the owner and said, ‘I think that’s my car,’” he said. “He answered, ‘Well, I’ve got a title on it that says its mine!”

VIN in hand, Ralph called up some family members to track down some original documentation. Sure enough, it was the same car. After 17 years, the “one that got away” was finally back. He called his wife, and she urged him to buy it back.

“It’s not often your wife says ‘you’ve got to buy that!’” he said.

Ralph talked the owner down to $5,100 from $5,900, and the next day, the Mustang was back in his garage. After several owners in between, it needed a little work – namely a new alternator and master cylinder – but it was in practically the same condition as when it was sold.

The family reunited over Thanksgiving, and the now-grown kids posed in front of the car in the same way they did nearly two decades ago. The prodigal Mustang had returned.

“I bought it back for $5,100 after selling it for $3,500 in 1993. It’s like I paid $100 a year for storage!”

Source : hagerty.com

Virtual Universities have become a genuine academic route, where it is possible to achieve degrees through online portals. They have gained popularity in recent times, a contrast from years ago where it was deemed highly unlikely to achieve without a proper structured learning environment involving a lecturer and lecture theater.


Virtual Universities have independently risen across the internet, bringing further opportunities for individuals who have the ambition of studying but can’t commit to relocating. When you enroll in an online course, you are given access to numerous resources, one of which is a video of a real life lecture, or occasionally a video of a lecturer teaching in front of a camera by himself. This provides a fantastic opportunity for individuals to revisit material as many times as they need too in order to feel comfortable enough to recite the content in an exam. If there are elements of the lecture that aren’t understood the first time, you are afforded the comfort of re-watching content.


There is also an online discussion board where students can communicate with each other. This allows students to ask questions and share points of misunderstanding with each other, in the hope of finding a resolution. This brings the added benefit of enhancing your ability to communicate online, a vital skill for both employment, and in life generally. Initially, you could easily find yourself being misinterpreted by individuals online, but after years of becoming accustomed to it, you will improve to the point where you can effortlessly email fellow employees and management in your future employment, being able to be easily understood.  Also, if you fail to resolve a particular issue with your fellow class mates, there is always the option of emailing your lecturer with further queries, where they should be reasonably quick to respond and help you clarify issues.


If you feel as if the online route is suited to your learning style, given you are a self-motivated, determined individual who understands the benefits and can manage independent learning, then studying a VU’s distance learning MBA program might be a great option for you. This is especially beneficial for business graduates who are seeking to move into management positions as they climb up the employment ladder.


There are common mistakes that graduates make once they finish earning their degree, mostly based on the assumption that all the hard work has been done and getting a job is the easy part. This couldn’t be any further from the truth, where finding the correct career path and job itself can be a real challenge, especially if you are uncertain what you want to do with your future.


It is important to avoid sending a generic resume, since employers will be seeking skills that are relevant to the job they are recruiting for. Also, you should be persistent and never give up, avoid spelling mistakes and unprofessional language, and most importantly, don’t limit yourself to one or two avenues when you seek employment.

Struggling With Auto Repair? Read These Tips!

It can be overwhelming to be in need of car repairs if you find yourself staring at possible auto repairs.

Ask all the questions you may have regarding your car when bringing it in to their shop. Preventing vehicle issues is a lot of money.


Source : pixabay.com

If something is unclear, talk to the mechanic first. You probably don’t want to avoid being surprised with additional charges once the car has been repaired.

Ask your mechanic is he is familiar with working on the exact kind of car you have. If they have before, you should feel better about their ability to solve your problem.

Wash your car often so you can prevent rust from becoming a problem. All cars are going to rust, but you may delay it considerably by ensuring all chemicals and salts are washed off quickly. Use a decent wax for protecting paint job as much as possible.

Referrals are your best best when searching for a reputable auto mechanic. Ask the people you know and trust who they take their recommendations. You can find out great information about price and the costs. People will let you what kind of experience they had to deal with and whether the mechanic was honest or not.

Make sure that you have all your car records on hand. You may want these with you when you go to get repairs done; a great place to store them in the glove compartment. The auto repair professionals will want to look over these records. This will allow them assess the problem quicker and more precisely.

Be aware of unscrupulous mechanics who make unnecessary repairs to your car. A good mechanic will need to be replaced soon but they should not replace the part without your full approval. Never give your repeat business to a auto technician who doesn’t do the right kinds of repairs.

Make sure that you are receiving OEM parts.These parts are original components from the manufacturer. Generic may be cheaper, but also less reliable. What is a deal now could be an expensive option later.

Always think of how to fix your car’s problems yourself before you bring it in for repairs.You probably know that certain mechanics will come with lies to charge more money.

A spare tire and a jack are valuable items to have in your vehicle all of an emergency. They are included when you buy a car. You would hate to be stuck out in the road and need to pay a lot for towing. It’s far more convenient and easier to do it by yourself.

Assemble a DIY auto repair kit and put it inside of your car. Your tool kit should have equipment to change a tire. A good lug wrench and jack are essential. You should have a few screwdrivers with various shapes as well as different wrenches like for this kit.

Pay attention to your car’s wiper blades. You may need new windshield wipers if they are making noises.

car repair baton rouge

Think about finding a mechanic who fixes cars in his or her own garage.If they are experienced and skilled, they can typically do jobs for far less cost. You may save a lot of money and provide an independent worker by going down this route.

Ask about labor rates or prices before hiring a shop. Some repair shops have details about their rates posted on the walls, so read carefully and ask questions if you don’t understand something. You need to understand how you are billed by your mechanic.Some shops will give an estimate on the manufacturers guidelines. Some repairs that are deemed “minor” may be all day job by some manufacturers.

Keep in mind that any DIY repairs can be dangerous. Always have someone around to assist you just in case there is an emergency. Purchase quality tools you do not have to worry about breaking. This is very true particularly in the case of the tools needed for changing tools. The jack needs to be reliable so you are safe when you go under the car secure above you.That’s why sometimes it’s best to get a hydraulic floor jack with approved jack stands.

Many people are overcome with panic when their car has problems. If you’re not too up on getting an automobile repaired, it can be hard to figure out what to do when you need help. Now you have information you need when it comes to auto repair.