Or it can send things in the opposite direction. During the development of the 2015 Mustang, one move set off a chain reaction that irreversibly altered the Mustang for the better. Granted, it was a big change: swapping out the old solid rear axle for an independent one. Partially derived from the aluminum and steel components supporting the tail of Ford’s Fusion sedan, the Mustang’s new independent suspension brings unprecedented refinement—unprecedented for a Mustang, anyway.
There are roughly 150 new car models on the market today, many of them only narrowly distinguishable from each other. The sedans are flame-surfaced affairs with elongated roof-lines, and even the sporty coupes rely on huge grilles to trumpet
Wednesday, November 25, 2015
Ford Mustang GT
Imagine an enormous pyramid of glass spheres, perfectly balanced. Pull just one of those interdependent orbs from the base of that pyramid and the entire thing comes crashing down. In any complex system, a single change can have devastating consequences.
Or it can send things in the opposite direction. During the development of the 2015 Mustang, one move set off a chain reaction that irreversibly altered the Mustang for the better. Granted, it was a big change: swapping out the old solid rear axle for an independent one. Partially derived from the aluminum and steel components supporting the tail of Ford’s Fusion sedan, the Mustang’s new independent suspension brings unprecedented refinement—unprecedented for a Mustang, anyway.
Or it can send things in the opposite direction. During the development of the 2015 Mustang, one move set off a chain reaction that irreversibly altered the Mustang for the better. Granted, it was a big change: swapping out the old solid rear axle for an independent one. Partially derived from the aluminum and steel components supporting the tail of Ford’s Fusion sedan, the Mustang’s new independent suspension brings unprecedented refinement—unprecedented for a Mustang, anyway.
Honda Accord
12,000,000 buyers are usually wrong, but not this time
There is a veil of sameness draped over the Accord that comes from racking up 300,000 to 400,000 annual sales, year after year. Who would imagine that such an exceptional car could be hiding in plain sight, mimicking a lowest-common-denominator family appliance? Many Accord owners are unable, or do not care, to spot what makes their car better than the rest. Most just get in and drive. But that hasn’t stopped Honda from treating its bestseller like a flagship. Indeed, they are one and the same.
There is a veil of sameness draped over the Accord that comes from racking up 300,000 to 400,000 annual sales, year after year. Who would imagine that such an exceptional car could be hiding in plain sight, mimicking a lowest-common-denominator family appliance? Many Accord owners are unable, or do not care, to spot what makes their car better than the rest. Most just get in and drive. But that hasn’t stopped Honda from treating its bestseller like a flagship. Indeed, they are one and the same.
Mazda 3
The Mazda 3 is as humble a pigeon as you could imagine, part of the cityscape, nothing apparently fascinating or flamboyant about it. But did you know that the pigeon is one of just six species that can recognize its reflection in a mirror?
The 3 likewise harbors hidden talents, including its ability to illustrate the difference between style and design. Style is how something looks. Design speaks to how something works. Unlike most small cars, the 3’s interior is not simply in thrall to the former.
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