Crossing Over

You can just see the Mackinac Bridge off in the distance, dead ahead

Heading North from the farm, we soon arrived at the Mackinac Bridge, which connects the Lower and Upper Peninsulas of Michigan. I was now going to play passenger for the duration of the trip and was/am glad of it.

Beginning the crossing

The crossing itself was uneventful. The view, however, is breathtaking and I doubt these photos do it any justice.

I don’t think you can see it very well, but the Mackinac City Lighthouse is to the right

I forgot to mention my friend brought his birds as well. Neither of us can function properly without a court of fowl.
Here, you can see both Mackinac (left) and Bois Blanc (right) Islands

After crossing the bridge, we stopped in St. Ignace to view some museums and grab lunch. I will detail this in the next post.

Note: it has been brought to my attention these posts are not uploading correctly, I may have to re-do them and post the remaining content in a burst.

Please check out the other posts in this road trip series:

As always, thanks for reading along!


End Of The First Leg

I’m not sure what was going on with these trees

(Please view the other posts in this series here, here and here.)

Eventually, I drew nearer to the end of the first leg of my journey, a weird farm and wooded property on an even weirder road.

I thought there was something wrong with these trees, but apparently they are called Jack Pines and are just like that.

The next few photos, presented without captions, show the rural area surrounding the farm which was my destination:

After this point, I arrived at the road leading to the farm and things got a little……tight. It was a good time finding my way though!

Finally reaching the property!

I didn’t have time to grab anymore photos here before we moved on to the UP.

Note: Internet is spotty up here, I’m not sure when I’ll be able to post updates! Thanks for following along anyhow!

Further Images and Musings

Fairly standard Michigan countryside
I really thought I grabbed a great picture of a crop duster taking off but seem to be imagining things
It’s just fun to say “Pinconning”
A neat looking (to me!) dilapidated barn
I like trees and such


There WAS a picture of a “no skateboarding” sign and a witty caption about it but it seems to have disappeared, so please imagine a “no skateboarding” sign at a rest stop in the countryside in this space.

The inevitable flapping

First Fill Up, More Scenes From The Road

Frankenmuth is tight, but I don’t need any knick-knacks today!

I don’t normally stop for gas until the tank’s halfway empty, but I saw an sign touting E-85 (I am just nuts about the stuff, it’s great!)and stopped earlier than normal to fill up at a station in………………well, I’m not sure.

I had to do it to ’em

SOMEBODY decided to “help.”

The Zilwaukee Bridge is interesting
The view from said bridge
And yes, Zilwaukee IS a real place.


I wrote this piece as part of the application process for a gig at [REDACTED], one of those high-falutin’ firms trying to send people to a certain red planet. (They still haven’t gotten back to me, THE FOOLS!) I could have written a bit more, but the requirement was ~500 words and what am I going to do, write a thesis on an obscure car for a job application?

Anyhow, here’s

The Mercury Marauder
Joseph McMahon

A somewhat obscure, often misunderstood and mostly overlooked car, the Mercury Marauder remains an oddity in the automotive world. Those familiar with automobiles know of the 2003-2004 editions, based on Ford’s Panther platform. Less, however, are aware of the origins of the Marauder name.

In 1958, Ford’s Mercury division received a new family of V8 engines. Known as MEL (Mercury-Edsel-Lincoln), these engines, specifically engineered for those car lines, replaced the Lincoln Y-Block V8, which was introduced in 1952. First appearing in a Mercury with a displacement of 383 cubic inches (the smallest of the family), the Marauder name was affixed to this engine. In it’s first year, the Marauder was available with power outputs of either 312 or 330 hp. By 1960, the final year of production, the output had been reduced to 280 hp. Alongside the 383 Marauder was the option for a 430 cubic inch version, available in all Mercurys from 1958 to 1960. In top trim, with three two barrel carburetors and rated at 400 hp (the first American domestic engine to achieve this output figure), this engine, only available for 1958, was named Super Marauder.

In 1961, the Ford FE (Ford-Edsel) series replaced the MEL in Mercurys. These engines, in 331, 352, 390, 406, 427, 428 cubic inch configurations, saw widespread use across Ford products from introduction in 1958 through the mid 1970s. When installed in Mercurys, the 352 received the Marauder name. Rated at 220 hp, this engine was available until 1963.

1963 marked the first year Marauder appeared as a trim package, available on all full-size Mercury two- and four-door sedans. It included distinctive “notchback” or “fastback” styling, as opposed to the reverse-slant “breezeway” styling. This roof style also appears on Ford Galaxies of the era and was designed for top speed in NASCAR competition. The package also included bucket seats and a center console. Similar to the Mustang, this option was
introduced at midyear and the vehicles are sometimes referred to as “1963 1/2.” Powered by FE engines in 390, 406 and 427 cubic inch configurations, these Marauders were the pinnacle of early to mid 1960s Ford-Mercury performance, on the street, strip and oval. In 1966, the name was discontinued, as full-size performance fell from favor, replaced by the now familiar mid-size muscle cars.

1969 saw the return of the Marauder, this time as a standalone model. This Marauder was positioned as a personal luxury coupe, competing in that burgeoning market against the likes of the Oldsmobile Toronado and Ford’s own Thunderbird. This Marauder shared chassis and body parts with other Mercurys and Fords, notably the front clip (and interior trim) of the Mercury Marquis and the fastback roofline of the Ford XL. Engine options included the familiar 390 FE and newer 385 series 429. An upgraded variant, mainly consisting of cosmetic features, including rear fender skirts, the X-100, was also available. Production of this body style ended in 1970.

2003 brought the last ride of the Marauder. As in 1969, this Marauder was a separate model, based on many existing Ford parts. In this case, the then-ubiquitous Ford Panther platform, upon which the popular Ford Crown Victoria, Mercury Grand Marquis and Lincoln Town car were built. This third generation Marauder carried on the legacy of the 1960s trim package Marauders, being a full-size Mercury sedan with upgraded V8 performance. Rather than the two-valve per cylinder, single overhead cam Ford 4.6 liter V8 common to the Grand Marquis, the Marauder was equipped with a dual overhead cam, four-valve 4.6 V8, also known as the InTech V8. This engine debuted in the 1993 Lincoln Mark VIII personal luxury coupe and was also installed in the 2003-2004 Mustang Mach 1. Featuring 300 hp, this engine was a marked performance improvement for the Panther platform, which had previously only seen power ratings as high as 239 hp. However, weighing in at nearly 4,200 pounds, the platform did not make the ideal partner for this engine, even with the higher than normal 3.55 rear gear to help improve acceleration. The Marauder was again sold for the 2004 model year with changes limited to new colors and a slightly improved transmission. A combination of this odd powertrain/platform marriage and little to no advertising bore dismal sales, resulting in the Marauder being cancelled after 2004, ending another chapter in the history of this name.

The Mercury Marauder, though short lived in each iteration, brought excitement and power to Ford’s Mercury division. Whether as an engine option, a trim package or a standalone model, Marauder constantly shifted features and styles to accommodate customer preferences, more often than not hitting the mark. As tastes moved away from full-size bodies with maximum power, Marauder lost its way. The last hurrah of 2003-2004 proved once and for all the classic formula had run its course. The cars themselves, however, live on as increasingly rare and valuable collector’s items.